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CYCLING 





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LIBRARY OF CONGRESS. 



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UNITED STATES OF AMERICA. 



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CYCLING 

FOR 

HEALTH AND PLEASURE. 

An Indispensable Guide to the 

Successful Use of the Wheel 



BY 

LUTHER H. PORTER 

Ex-President Orange Wanderers^ Ex-President East Orange 

Cyclers^ Ex-Representative Neiiu Jersey Division 

League of American Wheelmen. 

AUTHOR OF "the ADVANTAGES OF CYCLING," " WHEELS 
AND WHEELING," ETC., ETC. 







J,*- WASV 



/yiib'(X.K^ 



NEW YORK 

DODD, MEAD AND COMPANY 

1895 



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:Pet3 



Copyright, 1895, 

BY 

DODD, MEAD AND COMPANY. 



A II rights reserved. 



THE MERSHON COMPANY PRESS, 
RAHWAY, N. Jo 









CONTENTS. 



CHAPTER p^GE 

I. Cycling for Health, . . . i 

II. Learning, ..... 23 

III. Riding and Touring. ... 46 

IV. Accidents, and their Prevention^ 63 
V. Correct Pedaling, . . . . 6g 

VI. Speed and Gearing, ... 82 

VIIo Training, ... * , o 92 

VIII. Cycling Costume, . c . . 106 

IX. Practical Points, . , . .118 

Appendix, , » , ^ , 177 



PREFACE. 



The present work on the Health, Pleasures, 
Advantages, and Practice of Cycling is based 
largely on the author's previous v^ritings on the 
same subjects, and principally on a volume bearing 
the same name which he published in 1890. 
But the changes that have taken place since 
the other work was written have been so great 
that no mere revision, but a complete rewrit- 
ing proved necessary, in order to eliminate 
portions that were out of date, and to add very 
much that was new and important. As to the 
title, nothing could be found that so fully and 
concisely expressed the nature of this work as 
" Cycling for Health and Pleasure," and the fact 
that the author had previously used it for a work 
now long out of print constitutes no good ground 
for not again employing it. 

The author's connection with cycling began 
about 1870, with the wooden two-wheeled veloci- 
pede which had shortly before that created such 
a furore, and he rode and owned one of those 
ancient vehicles. In 1876 the first modern high 
bicycles were shown at the Centennial Exposition, 
and a few came into use in this country during the 
next three or four years. In 1880 the author pur- 



VI PRE FA CE. 

chased one, and rode it and others until the intro- 
duction of the safety, trying each new type as it 
appeared. He has ridden constantly, not only for 
pleasure, but because it has proved to him the 
only means of maintaining health. Every other 
form of exercise, including horseback riding, had 
been tried without success ; but, after six weeks of 
regular riding, cycling began to prove its efficacy, 
and soon established a degree of health which 
before that was wholly unknown. Other mem- 
bers of his family have had similar experi- 
ences, as well as very many friends and 
acquaintances. Under such circumstances, it is 
impossible, for him at least, not to believe cycling 
to be the most beneficial, as it is the most 
exhilarating, of all exercises. 



CYCLING 

FOR 

HEALTH AND PLEASURE 



CHAPTER I. 

CYCLING FOR HEALTH. 

We claim a great utility that daily must increase ; 
We claim from inactivity a sensible release ; 
A constant mental, physical, and moral help we feel, 
That bids us turn enthusiasts, and cry " God bless the 
wheel ! " 

— Will Carleton, 

^T is a fact well known to everyone that 
proper food and sufficient sleep are essen- 
tial to the maintenance of health ; but it 
is by no means so generally understood 
that these alone will not insure it unless fortified by 
the practice of suitable exercise. Improper food so 
quickly affects our stomachs, and insufficient sleep 
makes us so drowsy, that the connection between 
cause and effect is very clear in these cases ; but the 
ills that result from the lack of sufficient suitable 
exercise are less readily traced to their true source. 
They come so slowly, and get their grasp upon us 




2 CYCLING. 

SO insidiously, that when we really begin to suffer 
from them we rarely dream of their real causes. 

Food, sleep, and exercise are so indissolubly 
connected in their relations to the mens sana in 
corpore sano that to separate any one of the trio 
from the others is to seriously impair the efficacy 
of all, and render it impossible for the remaining 
ones to perform perfect service. These facts do 
not apply with full force to those persons — few in 
number — who inherit iron constitutions, and who 
can, with apparent impunity, set the laws of na- 
ture more or less at defiance, though sooner or 
later they must inevitably feel some effect from 
doing so ; but they do apply to an enormous 
majority of mankind, including many who boast of 
their health because they seem free from disease, 
and others whose apparent vigor rests upon the 
constant use of stimulants. 

Exercise is not merely a desirable adjunct of 
food and sleep, to be used supplementary to them 
if agreeable and convenient ; but it is, in a high 
degree, the very means through which it is possible 
for them to become effective. If one took abso- 
lutely no exercise at all, it would be hardly possible 
to digest food or to get refreshing sleep, and good 
health would scarcely be expected. With moder- 
ate exercise, these conditions would change some- 
what. It thus follows naturally that, with sufficient 
exercise of proper character, the system would be 
so toned as to enable the stomach to do its work 
perfectly and secure refreshing and vivifying sleep; 
and experience and observation show this to be 
perfectly true. 



CYCLING FOR HEALTH. 3 

It is often remarked that enough exercise can be 
obtained in the performance of one's daily duties, 
and this is sometimes true, provided a person 
possesses a very vigorous constitution and is en- 
gaged in a congenial, active occupation. For the 
majority, however, and particularly for those whose 
occupations are at all sedentary, it is wholly un- 
true. ** Work is not exercise," says an experienced 
physician. "■ This may seem strange, but it is 
true. I tell my patient, * I do not care how much 
you run about all day at your business, you must 
take the exercise I prescribe quite independently 
of your work.' There are perhaps no more hard- 
working men in the world than the Scotch plow- 
men — w^earily plodding all day long behind their 
horses, in wet weather or dry ; no sooner, however, 
has the sun *ganewest the loch,' and the day's 
work is done, than, after supper and a good wash, 
those hardy lads assemble in the glen, and not 
only for one, but often three good hours, keep up 
the health-giving games for which their nation is 
so justly celebrated." 

If our daily occupations really afforded true 
exercise, we would not suffer, as we nearly all do, 
from troubles which disappear as soon as we en- 
gage in regular exercise of an agreeable and suit- 
able kind. " Dyspepsia, no matter how produced," 
says Dr. Stables, " is the curse of the age in which 
we live. It kills, directly or indirectly, ten times 
more human beings than consumption itself does 
in our country. If this be so, it is surely of the 
utmost importance to each and all of us to so 
regulate our diet that we may be able to say 



4 CYCLING. 

truly we eat to live. Slow digestion is only the 
forerunner of dyspepsia, and this is usually accom- 
panied with constipation, or costiveness, and a dry 
state of the whole mucous membrane of the digest- 
ive canal. A sedentary life and the consequent 
want of sufficient exercise in the open air are two 
of the commonest causes of slow digestion. Cy- 
cling is, of all kinds of exercises that I know, far 
and away the best suited for the removal of slow 
digestion. Few, alas ! value sufficiently the bless- 
ing of health until it begins to slip away. We are 
not all born with healthful constitutions, but even 
those who are born weakly can do much to 
strengthen and vivify their systems, by adopting a 
plan of judicious and rational living ; by steering 
clear of that rock on which so many lives are lost 
— I mean the abuse of medicine ; by proper atten- 
tion to cleanliness ; by drinking only pure water ; 
by breathing, as far as possible, only pure air ; by 
avoiding worry as mjjch as they can ; by being 
temperate, not only in eating and drinking, but in 
everything ; and by taking a proper amount of 
exercise of the kiad most suited for the individual 
health — the best by far at the present day being 
what we term cycling." 

In his recent work. Dr. Lagrange says : " Exer- 
cise produces in the system two absolutely different 
effects ; it increases the process of assimilation, 
thanks to which the body gains new tissues, and it 
accelerates the process of dissimilation, which leads 
to the destruction of certain materials. . . Ex- 
ercise introduces more oxygen into the system than 
is actually needed for the combustions ; at least, 



CYCLING FOR HEALTH. 5 

direct observation seems to show that, in the period 
which follows vigorous exercise, the blood, after 
being for a short time surcharged with carbonic 
acid, becomes on the other hand surcharged with 
oxygen. Thus a man taking exercise lays up a 
provision of oxygen. The gas becomes as it were 
stored among the anatomical elements of which the 
organism is built up ; it is especially bound to tlie 
red blood-disks, which become redder, and their 
vivifying power is increased. This more living 
blood, if we may use the expression, carries to the 
organs a salutary stimulus which increases the 
activity of their functions. 

" It has been experimentally proved that all the 
elements of the system undergo a kind of awaken- 
ing of their energies under the influence of strongly 
oxygenated blood. If such blood be injected we 
see glands secrete more actively, the contractihty 
of fatigued muscles reappear, and even signs of life 
in the cerebral cells of a decapitated animal. We 
understand how, under the influence of powerfully 
oxygenated blood, the glands of the alimentary 
canal can more actively secrete the fluids necessary 
for the elaboration of the food ; how the contractile 
fibers of the intestine perform their peristaltic 
movements, which are as necessary for digestion, 
with more energy ; how the absorbent vessels draw 
to themselves, by a more powerful endosmotic proc- 
ess, the nutritive molecules elaborated in the 
digestive tract. Thus the acquisition of a greater 
quantity of oxygen leads to a greater intensity of 
the process of assimilation. Exercise produces 
these salutary effects alike in those who assimilate 



O CYCLING, 

too little, and in those who do not dissimilate 
enough ; muscular work is a regulator of nutrition 
as indispensable to over-rich as it is to impover- 
ished constitutions. Hence there is no individual, 
no living being, who is not instinctively impelled to 
this powerful general alterative agent. . . Obser- 
vation of facts shows that athletic exercises, when 
they are not beyond the strength of the subject, 
place him in the most favorable conditions of nutri- 
tion. Under the guidance of a quiet nervous sys- 
tem, the functions of repair are performed with the 
most perfect regularity, and we see that the acqui- 
sitions made by the system through more perfect 
assimilation exceed the losses brought about by 
work." 

It appears from the foregoing that vigorous ex- 
ercise in the open air introduces large quantities of 
oxygen into the system ; that the blood is vivified 
thereby ; that assimilation becomes more perfect, 
and nutrition more complete ; and that all organs 
are stimulated to perform their functions perfectly. 
The increased quantity of oxygen which thus 
vivifies the blood, as the result of exercise, is car- 
ried to it by means of the respiration, consequently 
" respiration is the most important of the functions 
influenced by exercise." 

To quote Dr. Lagrange again : " If we compare 
exercises of strength and exercises of speed, we 
find in them the common character of rendering 
respiration more active. But the exercises of 
strength only bring about this result at the price 
of intense muscular fatigue, while exercises of 
speed allow the work to be carried on till breath- 



CYCLING FOR HEALTH. 7 

lessness is produced without the muscles becoming 
painful from the work. Speed can supplement 
force, and enable certain persons, whose muscular 
development is feeble, to benefit from the general 
effects of violent exercise, without needing intense 
efforts, which they would be unable to perform. 

** Exercises of speed have the advantage of pro- 
ducing the same quantity of work as the exercises 
of strength, and of producing the same intensity 
of respiratory need. Further, they increase the 
activity of the respiratory functions with less fa- 
tigue of the lungs and heart, owing to the absence 
of effort, which only exceptionally occurs in exer- 
cises of speed, but which is obligatory in exercises 
of strength. Hence a cau^e for preferring exercises 
of speed. As regards the muscular system, an 
exercise of speed, for an equal number of kilogram- 
meters in a given time, will produce less fatigue 
than a work of strength, and will subject the 
motor apparatus in a less degree to the various 
accidents resulting from shocks, and frictions of its 
constituent parts." 

Of course, if a person desires the mere develop- 
ment of brute strength — the increase in size of 
certain muscles — he will undertake exercises of 
strength under competent instruction ; because 
** powerful and sustained contractions favor the 
nutrition of the muscular fiber," the nutrition of a 
muscle being " more intense in slow contractions, 
because the flow of blood is more regular and more 
prolonged," and in this way the muscles increase 
in size and strength most rapidly. But if, on the 
other hand, the object of exercise is the promotion 



8 CYCLING. 

of the sound health of the whole system, rather 
than special development of one part, exercises of 
speed insures the best results, besides being the 
most exhilarating and pleasurable. 

If the complex conditions of modern life did not 
keep us so very far from a " state of nature," in 
which all could have more or less active occupa- 
tion, it might be possible to get along tolerably 
well with such exercise as came incidentally in 
performing our daily duties ; but our constitutions 
and habits have become so modified through 
heredity and environment that our need of the 
77tost effective exercise is far greater than it would 
be were the conditions of life more simple. Our 
lives are more artificial, than natural; forced liv- 
ing, competition, and excitement have replaced 
simple, primitive conditions ; plain food has given 
way to that which is hard to digest ; and every 
constitution has a heavier load to bear, and more 
work to do to maintain health, than if living were 
more simple and natural. As a powerful aid to 
everyone's constitution in its " struggle for ex- 
istence,'* the most effective kind of exercise that 
can be discovered is a prime necessity. 

Exercise may be gentle, moderate, or violent. 
A person of sedentary habits, or feeble strength, 
must begin with that which is gentle, and proceed 
by easy stages to that which is moderate, and later, 
if he wishes, go on by degrees to that which is 
violent. Dr. Lagrange defines these grades as fol- 
lows : " When, after an exercise, a man of average 
strength has experienced neither fatigue nor breath- 
lessness the exercise may be called gentle. When 



CYCLING FOR HEALTH. 9 

the exercise has caused local fatigue without induc- 
ing breathlessness, it will be moderate. It will be 
called violent when it is accompanied and followed 
by breathlessness." 

In undertaking an unaccustomed, though gentle, 
form of exercise, it may seem to be moderate, or 
even violent, at the start, simply because most 
persons are in far poorer physical condition than 
they imagine themselves to be ; but if they begin 
with short lessons, and proceed by easy stages, 
they will soon become stronger, and the exercise 
will become much easier. Any exercise, says Dr. 
Stables, *' to be really beneficial, ought to be taken 
in moderation, and should extend over some con- 
siderable time. Spurts, and that amount of exer- 
cise that borders on fatigue, should mostly be 
avoided. Whenever the body becomes tired, ex- 
ertion, instead of being any longer a tonic to the 
body, becomes a positive depressant, and results in 
evil, not only to the muscular but to the nervous 
system as well. 

** A course of exercise — say cycling — should be 
begun and carried on by easy stages, for if one 
does one*s exercise as he would do a penance, 
depend upon it it is very far from beneficial. 
Never, therefore, try to do too much. 

" Exercise is a tonic, and therefore benefit is not 
to be expected from a single dose. Its effects are 
gradual, and it must be taken with studied regu- 
larity, day after day, at the same time, and if one 
is in ordinary health the state of the weather should 
not be permitted to balk him. During the summer 
and autumn months a cyclist should be like the 



lO CYCLING. 

busy bee and improve each shining hour — he will 
thus lay up for himself a store of health that will 
stand good until spring-time comes again. 

** Exercise ought to be taken in clothes which 
are neither too cumbersome nor too heavy ; and, 
if heated, in the intervals of rest be very careful 
you do not catch cold." 

Now, it is not too much to claim, cycling meets 
all the conditions of a perfect exercise in a degree 
approached by nothing else. 

It is necessarily in the open air ; and this is of 
great importance, because a prime object of exer- 
cise is to secure and lay up a store of oxygen, as 
has already been shown, which can be fully accom- 
phshed only out of doors. It also gives constant 
change of scene and thought, avoiding the monot- 
ony of indoor exercise. New rides, fresh sights, 
varied routes, pleasant companions, and absolutely 
com.plete change in every respect from ordinary 
occupations, give it very exceptional advantages. 

It is an exercise of the class which has been 
shown to be most beneficial. It does not develop 
any one set of muscles excessively, but it acts 
upon many sets simultaneously, gently, and bene- 
ficially. It calls into simultaneous action more 
muscles than does any other form of exercise ; 
but it calls them into play so gently and pleas- 
antly that after one has gotten over the surprise 
that this unexpected occurrence gives him at the 
start, he is not conscious of the fact, except as he 
feels exhilarated after a ride, and finds every func- 
tion made more vigorous and active. The chest, 
arms, and abdomen are the first to feel the effects 



CYCLING FOR HE A L 77/. 1 1 

and benefits of riding a cycle. As in other exer- 
cises of speed, the chest is strengthened and 
enlarged ; the arms and fingers become firmer in 
action ; and every function of the various organs 
feels a vivifying impulse, and begins at once to act 
with unaccustomed vigor. 

It requires but a short ride to start a sluggish 
circulation into healthy activity, to quiet strained 
nerves, refresh wearied muscles, and clear the 
clouded brain. It is well-nigh impossible to be 
so wearied, physically or mentally, that half an 
hour on a bicycle will not refresh the system like 
food and sleep combined, and impart to it a far 
better and more lasting tone than any stimulant 
can produce. A daily ride of an hour, or half an 
hour, if taken briskly, will cure dyspepsia even of 
the most confirmed sort, and make it possible to 
take any food with comfort. After an evening 
ride, and rub down or bath, the sleep which fol- 
lows is as. certain as it is incomparably calm and 
refreshing. The nerves are quieted, the muscles 
rested, the circulation stimulated, and the feeling 
of physical satisfaction which pervades the system 
insures calm and invigorating sleep. All this has 
been proved over and over again in the experi- 
ence of every wheelman. Physicians are begin- 
ning to recognize it, and are recommending the 
wheel to both men and women. For indigestion, 
insomnia, and nervous troubles it is the sovereign 
remedy. 

A characteristic feature of cycling, and one which 
belongs to no other form of exercise in a similar 
degree, is that it is suited to persons differing 



12 CYCLING. 

widely in physical condition — in other words, the 
exercise can be made gentle, moderate, or violent 
at will. Of course, the process of learning is apt 
to be a little tiresome ; but, that over, the exercise 
can be regulated at pleasure. In this connection, 
a peculiar advantage is that gentle exercise on a 
cycle produces better and more lasting results than 
does any other gentle exercise. On this account 
it is simply unapproached as an exercise for 
women ; it seems to be suited to their needs in a 
most remarkable degree, and to furnish them with 
precisely what they require to build up their health 
and strength. 

When moderate exercise is required, it is ob- 
tained by taking a longer ride or a faster pace, or 
the two combined ; and violent exercise can be 
had by still farther lengthening the ride and in- 
creasing the speed. These simple changes adapt 
cycling to all needs. In its gentlest form, a rider 
will travel four to six miles an hour, or nearly as 
fast as an ordinary horse trots ; in a moderate 
form, he will travel seven or eight miles an hour, 
or faster than nearly all horses trot ; in a brisk 
form, he will ride nine or ten miles an hour ; and, 
in a violent form, from twelve to fifteen, or even 
more. 

Sometimes persons who have never ridden a 
cycle, and know nothing of its remarkable physio- 
logical effects, will assert that it is inferior to 
horseback riding, both as an exercise and a pleas- 
ure. But those who have tested both thoroughly 
know that this is not so. It cannot for a moment 
be pretended that horseback riding does or can 



C YCL ING FOR HEAL TIf. 1 3 

offer the advantages or produce the results al- 
ready enumerated, which follow with certainty the 
regular use of the wheel, and which are testified to 
by thousands of its users. Moreover, as to pleas- 
ure, the motion of the wheel is far and away more 
exhilarating, as it is more smooth, even, and har- 
monious. However slowly one travels, there is 
always the same agreeable motion, far removed 
from the listless walk of a horse, which constitutes 
a considerable portion of horseback riding. The 
other gaits of a horse are too violent to be long 
kept up by horse or rider. At best, the exercise is 
variable and more or less violent. How different 
is the wheel, which is uniformly gentle, pleasant, 
and exhilarating, and infinitely more certain and 
beneficial in its effects. 

In further confirmation of the claims already 
made are the following statements from physicians. 
They are experienced and practical cyclists them- 
selves, and in their professional practice have had 
large opportunities to observe the effect of cycling 
on all ages and conditions as well as on both sexes. 
Dr. T. N. Gray writes : 

" How and why does cycling do so much for the 
system ? I have often answered this, or similar 
questions, in a general way ; but I think I can give 
an answer from a physiological standpoint, which 
will satisfy the most captious of the value of cycling 
as a health preserver and renewer. 

** Start with the accepted fact that exercise out of 
doors is beneficial to the general system. No argu- 
ment is needed to establish this, as a comparison of 
the general health of the outdoor and indoor worker 



14 CYCLING, 

is invariably in favor of the outdoor v^orker. The 
causes which work against the general health of 
the indoor worker are many, but they can be 
grouped under three heads : lack of fresh air ; 
mental work, without a corresponding amount of 
physical work ; and routine work. 

*' Two, at least, of these three general causes are 
always at the bottom of the lack of full health of 
the indoor worker. The result may be apparent in 
the muscular system, the organic system, or the 
nervous system, and consists of a loss of balance 
between the three systems. This loss of balance 
is rarely seen in the outdoor worker, and when 
seen is the result of excessive physical exercise. It 
is the natural conclusion that the cause which main- 
tains the health of one class (exercise, or work, in 
the fresh air) can be used to restore the lost health 
in the other class, by building up the muscular 
system ; by relieving the organic system, through 
a hastened circulation, and excretion through skin 
and bowels, and kidneys and lungs ; and by rest- 
ing the nervous system with a varied and exhila- 
rating exercise. So is the * how ' answered, for 
cycling is only outdoor work or exercise. 

" But ' why ' cycling particularly, you may ask. 
Simply because, to my mind, cycling, as an exercise 
of use to the physician in treating his patients, both 
in the quality and quantity it gives, combines 
physical exercise, and mental and nervous exercise, 
as does no other form of outdoor exercise, and this 
without a single injurious quality. The rider of a 
wheel takes exercise in the most even, steady way 
I know of, and never does he injure his general 



CYCLING FOR II EA LTH, 15 

system when riding (scorching is not riding). The 
peculiar effect of cychng upon the nervous system 
cannot be put into words. The effect on the patient 
is plainly evident to the physician, and appreciated 
by the patient. It comes from an exhilaration 
which is peculiar to the wheel. Every rider has 
felt it. He may not appreciate it now, because he 
is accustomed to it ; but let him stop his riding, 
and the result is soon apparent in sluggish memory, 
or annoying organs, or easily tired timbs — in short, 
a loss of balance. I have had results from it in 
practice that I have never had from any other form 
of exercise, and never have I had it fail in doing 
good ; and, without decrying other forms of exercise, 
it, I repeat, combines muscular exercise with mental 
and nervous exhilaration as does no other." 

Another letter is from Dr. F. A. Kinch, Jr. He 
says : 

" Whatever I may have written in the cause of 
cycling I fully emphasize by this writing. When 
indulged in in moderation, it is invariably for the 
good of the participants. I do not for a moment 
consider any tests of strength or speed, for those 
who are not trained for such work have no energy 
to spend in that way. 

" As to the * how ' and * why ' it is for so much 
good ! Any exercise that brings in play the great- 
est number of muscles, and exercises them evenly, 
is the best to take. This is found in cycling; no 
one muscle, or set of muscles, is overtaxed in rid- 
ing. Also, it takes the cycler out of doors, where 
fresh air and plenty of it can be breathed ; it gives 
him or her a change of scene ; the change of land- 



16 CYCLING. 

scape adds pleasure to a ride, and before the rider 
knows it he is wheehng along enjoying the country, 
while his muscles are getting the benefit of the ride. 
That the rider loves the sport I consider a very 
great aid to its success^ for no form of exercise will 
be beneficial if it is not thoroughly enjoyed ; you 
can expect the greatest result from that sport which 
the player or rider enjoys most. 

" Professional experience has shown a number 
of cases under our own care that have been bene- 
fited by cycling. Weakly boys and girls grow 
strong while riding a wheel. A remarkable case 
may be worthy of notice. A young man, about 
eighteen, was taken sick with diphtheria ; he had 
previously ridden a wheel ; he was very ill, and 
when recovered some thought he would have heart 
disease. He was very carefully watched, of course. 
The question came up, Should he ride his bicycle } 
He was an intimate friend of mine, though not my 
patient. He asked m.e what I thought, and I told 
him to take a short ride with me. He did well, and 
continued riding carefully, and a little more each 
time, until he really rode back to health and strength. 
Now he is a strong, well man, and thanks the wheel 
for the sound physique it gave him. This is only 
one case, but there are more just like this one. 

" In conclusion I would say ride a cycle ; ride in 
moderation ; enjoy the wheel ; and all who do so 
will enjoy better health and be happier ; the cares 
of life will be easier borne, and your life will be 
lengthened." 

The peculiar and exceptional advantages which 
cycling offers as an exercise for women are not 



C YCLING FOR HE A L TH. 1 7 

matters of theory with the writer, as he has had in 
his own family several very striking illustrations 
of its remarkable effects. In further confirmation, 
however, of his statements, is the following letter 
from the pen of " Pysche," a well-known contrib- 
utor to wheel papers. It was written in response 
to the query, " What does cycling do for women ? " 

" Is wheeling a desirable thing for women ? 
Yes, emphatically! This is rather an uncomprom- 
ising position to assume ; but an ordinary, every- 
day experience makes me feel that on this question 
there are not two sides, or, if there is a side other 
than the affirmative, it is so small as hardly to be 
noticeable. 

" For three years I have been a practical wheel- 
woman ; first, a tricyclist, and then, when the 
bicycle came for women, an ardent and enthusias- 
tic bicyclist. 

** In my own family one person has been restored 
from a state of semi-invalidism to normal health, 
and two others (one of them myself) have been 
kept in such a state of health as few American girls 
can boast of, and this I confidently believe to be 
due entirely to the fact that we are a family of 
wheelwomen. 

'* A friend of ours, who was affiicted by ' nerves,' 
fainted on any reasonable or unreasonable oppor- 
tunity, wept quarts in the month, and wished she 
was dead more or less all the time, was inveigled 
by us to try our prescription. We told her to get 
the sanction of her physician, lest we should per- 
haps do her some harm, for we all regarded her as 
suspended on the edge of the tomb, and did not 



1 8 CYCLING. 

want to meddle if there was any chance of doing 
harm rather than good. Her physician, hke a 
sensible man, gave her his blessing, and told us to 
begin. 

'* Well, we did, and I wish I could illustrate this 
letter with a picture of her before and after. That 
was nearly a year ago, and though she is not as 
strong as I (for I yield that palm to none), she is 
far beyond the average girl. For example, she 
rode thirty miles, actually in the saddle for that 
distance, on a dirt road with me yesterday, and 
came home a little tired ; but this morning woke 
* as fresh as a daisy,' and ready for more. She 
cries yet sometimes (all girls do) ; but her nerves 
give her no more trouble ; she has grown fifteen 
pounds heavier ; is bright and jolly, and as enthu- 
siastic a wheel missionary as anyone ever was or 
will be. 

" A girl I know is a teacher, and a very hard 
worker. She got completely run down last year 
and, hearing of somebody who had been benefited 
by wheeling, thought it worth the trial. She says 
that toward the end of the time, before she began 
to ride, she pitied her scholars, for she simply 
couldn't control herself — she was wild. 

" She is another shining example of what a wheel 
can do, for she finds herself easily able to keep up 
with her work, is in thorough sympathy with her 
scholars, and on Saturdays goes off escorted by 
some of her boys on their wheels, and has no end 
of a good time. 

"Just one more example — one I have already 
spoken of in the Wheely and one which was more 



CYCLING FOR HEALTH. 1 9 

pointedly a bicycle cure than anything I ever 
heard of. 

•' This girl I know well. She is a very clever 
musician ; very ambitious and untiring in her work. 
Besides practicing anywhere from six hours a day 
up, she tilled up the chinks with lessons, and 
played at a concert or two. After three or four 
months of this she began to suffer from sleepless- 
ness, and it got to such a pass that the doctor 
stopped her music, shut up the piano, and forbade 
any hearing of music. This did no good. Then 
they sent her to the mountains ; this failed. The 
doctor prescribed a bicycle, but her mother would 
not consent, thinking something ought to be found 
less objectionable and just as powerful. They 
went on trying, and the poor girl went on suffering. 
This lasted for two months and over. She told 
me that she could think of no torture she would 
not go through to be able to fall asleep as she used 
to do ; but she got no rest except through the use 
of opiates. The doctor at last told her mother 
that he really thought the wheel so much worth 
trying that if she refused her permission he would 
throw up the case ; so she succumbed, and the 
girl took a lesson. It was her last hope, she said, 
and if there was anything in it she proposed to 
find out, and waste no time learning to ride ; so, 
for the whole enduring day, she toiled away at the 
school, hot, tired, triumphant and despairing by 
turns, and only went home w^hen the teacher re- 
belled. Then she went, used up, and lay down to 
rest, not to sleep — she didn't hope for that ; but in 
ten minutes was * fast as a church,' while her 



20 CYCLING. 

mother almost wept with dehght, and the whole 
family stood round to keep things quiet. 

" Of course, after this her mother had nothing to 
say that was not in favor of her riding, and she 
rides all the time. 

" The last time I saw her I asked her if the wheel 
still stood by her, and she said she finds that if she 
does not ride for a week or so, she does not sleep 
well ; but while she rides regularly no one sleeps 
sounder or better than she. 

" There are three people, personal friends of 
mine, who have been inestimably benefited, and 
I know of lots of girls who say that they don't 
know what it is to feel ill any more, and give the 
credit all to their wheels. If this is my experience, 
and only in a narrow circle of acquaintances, just 
multiply it by others and see what a tremendous 
sum total there is in favor of wheeling for 
women. 

" Of course I don't mean that if you don't ride a 
wheel you will die or grow up an invalid. If you 
are lucky enough to have plenty of leisure, and 
have sense to make good use of it, you can be 
probably as strong and well as a wheelwoman ; 
but you will have to devote a good deal of time to 
it. Wheeling calls the muscles into play more 
thoroughly and more gently than any other one form 
of exercise. It is far ahead of gym.nasium work, 
because it is bound to be taken in the open air ; 
far ahead of riding, because it brings more muscles 
into gentle action ; and better than tennis, because 
not so violent. 

" Look at the girls who wheel, and see if they 



CYCLING FOR HEALTH. 21 

don't, as a class, look happier and healthier than 
any other class you know of. 

** As for fun, nobody knows who has not tried 
it what the delights of a country run are. Half 
a dozen wheels spinning along, the riders all over- 
flowing with laughter and good humor, flying down 
hills, more like a bird in feeling than anything else ; 
climbing stiflish hills and feeling your muscles 
* swellin' wisibly.' Oh, there is nothing like it ! 
Try it and see. 

" I want to be a missionary, and go about making 
these poor girls, who don't know what a good 
thing life is, wake up and try what thoroughly 
good health and vigorous life means just once, and 
see if they don't crown the wheel with glory. 

" Men can't conceive what a thing this wheeling 
is to us poor women. How can a woman be strong 
and well without exercise } How can she get it 
when it's * unladylike ' to run, and is (not so much 
nowadays) rather unwomanly to be able to take 
long walks. 

*' Our grandfathers* ideas that a woman could 
get all the exercise she wants about the house are 
false, false, false I 

" Take making beds, for instance ; is not that 
violent exercise enough for anyone 1 If you want 
some exercise, arrange your own room. 

" Making a bed does not in the least hurt me 
now, but before I rode, it did ; it made my back 
ache and my knees tremble, and I decided that 
I did not need any of that kind of exercise. Now 
my muscles are a little stronger I can do it without 
evil effects. 



22 CYCLING. 

*' Sweeping used to be held in high repute also. 
Any more one-sided thing couldn't be imagined. 
It is simply injurious, unless you are strong, and 
can stand the exertion, and be well and strong in 
spite of it. 

" I don't want anyone to think I am preaching 
against a woman doing all that is necessary to 
keep her house as it should be, and think she 
ought to be proud to be able to make her own 
beds, and sweep her own house, if her husband's 
position is such (or her own) that this comes in her 
line of duty ; but I do say again and again, it is 
every woman's duty to be as well and strong as she 
can be, and in order that she may be able to do her 
duty easily and well she must be strong and 
vigorously well. To be this, she must have exer- 
cise ; and the easiest, best, and most surely suc- 
cessful way to do this is to ride a bicycle and ride it 
regularly." 




CHAPTER II. 

LEARNING. 

N the cities and larger towns there are 
usually to be found one or more schools, 
academies, or instruction halls in which 
any person can be taught to ride a 
bicycle, usually at a charge of fifty cents for a 
half hour's lesson, or five lessons for two dollars. 
At the end of five lessons some persons are able to 
take a road lesson, accompanied by an instructor 
or some friend, while others wiil prefer to continue 
their indoor practice with perhaps another course 
of lessons. When a person learns in this w^ay, he 
receives his elementary instruction from a practical 
and experienced teacher, and ought to make good 
progress. But it often happens that, for one reason 
or another, a person prefers to learn directly on the 
road, and frequently this is the only practicable 
way, especially in small places where there is no 
school. 

In case of learning out of doors a smooth, level 
piece of road should be chosen, and a cycling 
friend secured to give assistance. He should 
steady the machine by means of the handle bar 
while you mount, and should then hold the bar 
firmly with one hand while with the other he 
grasps the saddle spring or lower part of the saddle. 
23 



24 CYCLING, 

In this position he can completely control the 
machine, and render a fall almost an impossibility. 
Should a violent and unexpected swerve occur, so 
that the machine actually falls, simply hold out 




HOLDING FOR LEARNER TO MOUNT. 

• 

your foot on the side tov^ard which you are falling, 
and you will come down safely. The instructor 
should walk by your side, holding the machine as 
described, and assist you in your efforts to steer it, 
at the same time offering suggestions and giving 
advice. Frequent rests should be taken, and from 
but fifteen to thirty minutes occupied with each of 



LEARNING. 



25 



the earlier lessons, according to the strength of the 
learner. 

A bicycle is maintained in its upright position 
through balancing it by means of its steering- 




ASSISTING A BEGINNER. 



wheel. It will not stand alone, because its balance 
is not then maintained through a change of position 
of the steering-wheel ; but, place an expert rider in 
the saddle, and he maintains the balance by turn- 
ing the steering-wheel an almost imperceptible 
distance to one side or the other, and at the same 



26 CYCLING. 

time can move ahead at a gait so slow that a 
novice, on attempting it, would immediately fall 
from his wheel. The balance of a bicycle is main- 
tained by turning the steering-wheel in the direc- 
tion toward which you are falling, which action 




DISMOUNTING. 



inevitably restores the equilibrium of the machine. 
The natural impulse of a learner is to try to avoid 
a fall by turning the wheel away from the direction 
toward which he is conscious of inclining. This 
is a case in which the natural impulse is wholly 
wrong, and learning to steer is simply learning to 
overcome this first impulse, and to develop by 
practice a new and different one. If the novice is 
assisted by a friend, he will learn advantageously, 



LEARNING. 



27 



because the assistant will aid him in his first 
attempts at steering, and will constantly repeat 
the directions which nearly every novice, in his 
earliest efforts, is pretty sure to keep forgetting. 




PRACTICING STEERING WITHOUT PEDALS. 



If the learner has a friend who will continue to 
give him assistance until he can ride alone, he is 
well off ; but if he has not this advantage, or 
wishes additional practice, he can make the trial 
alone. In this case the pedals should be removed, 
and the saddle placed so low that the learner's feet 



28 CYCLING. 

touch the ground. Then grasp the handles, and 
get the machine into motion by pushing on the 
ground two or three times with each foot ; lift the 
feet from the ground, and endeavor to steer the 
machine so that it will continue erect until it loses 
its momentum. Repeat this for some time, with 
occasional rests. You will in this way become 
accustomed to the sensation of restoring the 
equilibrium of the machine, after it seems lost, by 
turning the handle bar, and so acquire the first 
practical experience in independent steering. When 
you find that you can actually steer well enough to 
keep the machine erect for a few yards, you can 
make the work easier by getting a good start, and 
then putting your feet upon the coasters. Hold 
the bars firmly, and steer steadily, and should you 
fall it is very easy to put out one foot and save 
yourself. A little practice of this sort will soon 
enable you to steer quite independently. 

When you are able to keep your feet on the 
coasters and steer the machine steadily until it 
loses all impetus, it is time to replace the pedals. 
The saddle, however, should still be kept low, as, 
in case of a slip or fall, the foot will reach the 
ground more readily. 

The next thing is to learn to balance the machine 
from the step, preparatory to mounting it. You 
must stand behind the machine, leaning forward 
and grasping both handles, then place your left foot 
on the step, and put the machine in motion by 
hopping two or three times with your right foot- 
In doing this, you must keep your machine erect and 
straight by turning the steering-wheel very gently 



LEARNING. 



29 



from side to side. After a few hops, you should 
rise carefully on your left foot, thus carrying all your 
weight on the step, and see how far you can main- 
tain the balance of the machine, always remem- 




PREPARING TO MOUNT. 



bering to turn toward the side to which you are 
falling. The first attempt will probably be an 
utter failure, and you will have to jump off from 
the step and try again. It is tiresome work, but 
it is necessary practice, and you must persevere in 
it ; but only a few minutes at a time, and with 
frequent rests. 



30 



CYCLING. 



When the learner can preserve his balance on 
the step, and ride a little distance standing on it, 
he should lean a little farther forward, move his 
right leg along till it rests partly over the saddle, 




PRACTICING ON STEP. 



and then slide gently forward on to the saddle. 
He must not give a spring or jump in taking the 
saddle ; but should rise slightly and gently on his 
left foot, and when his right leg reaches the saddle 
slide forward smoothly on it to a comfortable 
position. While reaching for the saddle, he must 
not forget that the balance of the machine depends 
more than ever upon his proper steering. The 



LEARNING. 31 

better the mount he makes, the less is the steering 
affected, while a jump or lurch into place will 
make the machine wabble. 

As soon as the rider is well on the saddle he 




TAKING THE SADDLE. 

must feel for his pedals, in order to keep the 
wheel in motion. He must keep up a motion, 
though a very moderate one ; for a novice, being a 
poor hand at steering, finds either a very slow or 
very rapid pace practically impossible. Probably, 
on gaining the saddle, the novice can ride but a 
few feet, when his power of steering will seem to 



32 



CYCLING. 



desert him and he will topple over to one side, 
when he can alight easily on his foot, taking care 
however to keep the pedal from striking the 
ground. It is merely want of practice. He 




PREVENTING A FALL BY ALIGHTING ON ONE FOOT. 



should rest a few minutes and then try again, 
and repeat the process a number of times. Re- 
member, however, not to continue it until very 
tired, and do not be discouraged if you seem to 
make no progress in the first lesson. Take short 



LEARNING. 33 

lessons, one or two a day if convenient, and you 
will soon learn. After something of the knack of 
steering is acquired, a little persistent, independent 




TEST FOR PROPER REACH. 

work at the step and in mounting will enable you 
to begin riding. 

When it is possible to ride a block or two, it is 
desirable to raise the saddle about half a7i inchy 
and this should be repeated at every third or fourth 
ride until the proper height is reached. On no 
account raise the saddle much at a time, for it has 



34 CYCLING. 

some effect on the steering, while the difference 
in position and reach makes a beginner more or 
less uncomfortable. The proper height is readily 




MOUNTING FROM CURB OR STONE. 

told, for, whoii the pedal is at its lowest point, the 
rider's heel should just comfortably reach it. 

Mounting from the step is always practicable, 
and is the best all-round way, being easy for the 
rider and not likely to strain the machine. But if 
one happens to be starting off from a curb, it is 
often convenient to place the outside pedal slightly 



LEARNING. 35 

forward of the highest point, sit upon the saddle 
with one foot on the raised pedal and the other on 
the curb, and then start off by pushing on the 
curb with one foot and pressing down on the outer 
pedal with the other. This is easy, graceful, and 
desirable when starting off from a curb. Mount- 
ing from the pedal is not desirable on light wheels, 
as it strains and racks the frames as ordinarily 
practiced. 

A woman may learn to ride in a school or on the 
road just as readily as a man, and as a matter of 
fact often more quickly. Capable assistance is 
very desirable, however, for many women who 
especially need the exercise have so little strength 
that they require considerable help at the start. 
The method is the same as with a man, only the 
care and attention should be a little greater. The 
^ instructor should place the machine in position, 
with the right pedal a little forward of the verti- 
cal. He should then hold the handle-bar firmly, 
while she grasps the handles from the left side, 
places her right foot on the right pedal, and rises 
to the saddle. When she is properly seated he 
should grasp the handle-bar and frame in the way 
described for teaching, and all is ready. The in- 
structor walks along on the left side of the machine, 
steadying it with his right hand and assisting in 
the steering with his left. The rider must pedal 
slowly, in order to enable her assistant to keep 
pace with her and to keep her steady. She 
must watch closely the effects of her attempts 
at steering, and follow carefully her instructor's 
directions. Very frequent rests must be taken, as 



36 



CYCLING, 



it is tiresome work at the start, and the first lessons 
should be short ones. 

In case the learner wishes to take independent 
practice, she can, as already described, remove 




LADY LEARNING TO MOUNT. 



the pedals, lower the saddle, and get a knack 
at steering on her own account, the same as a 
man ; but not quite so conveniently, as her skirts 
will somewhat interfere with the attempt. 

The next steps are to learn to dismount and to 
mount alone. In the first lessons the learner is 
helped to mount by her assistant ; but as soon as 



LEARNING. 37 

she is able to ride a short distance alone, she will 
sometimes find it necessary to dismount without 
help, so that point is first considered. 

The simplest way to get off the machine is to 
slow up until you are just moving, then apply the 
brake and, as the machine inclines to one sidcr 
reach for the ground with the foot on that side ; 
as the foot touches the ground, draw the other 
foot through after it, taking care to hold the 
handles steadily and prevent the pedal from strik- 
ing the ground. You will perhaps be told that 
this is no " dismount " at all, but simply falling 
off ; if you are so informed, never mind it ; it is 
practically unavoidable at the start, and sometimes 
necessary afterward ; and, as a matter of fact, is 
often convenient. 

The regular and a graceful dismount, however, 
when well done, is to ride very slowly ; apply the 
brake as the left pedal reaches the lowest point ; 
bear all the weight upon the left foot as you stop, 
carrying the right foot through to the left side, 
and so stepping off upon the ground on the right 
foot. It requires a little care to do this well, but it 
can be learned with patience. 

In order to mount alone, a novice can go to 
a curb or a large stone. If this is tried, care 
should be taken not to start with a jerk which will 
swing the steering-wheel around ; but to push off 
firmly and evenly. The usual method is to stand 
close to the left side of the wheel, holding the 
handles firmly, with the right pedal just a little 
forward beginning to descend, as already described 
for mounting. Put the right foot over upon the 



38 



CYCLING. 



pedal ; adjust the dress to hang evenly, and then 
rise to the saddle by bearing your weight upon the 
right pedal. By this action you reach the saddle, 
and also put the machine in motion. It must be 




DISMOUNTING. 



done quickly, but evenly, and without a jerk or 
jump. You will feel the machine begin to move 
forward as you rise, and you must pay attention 
to the steering. Probably the first attempts will not 
seat you comfortably ; it will be necessary to prac- 
tice it until you can reach the saddle with skirts 



LEARNING. 39 

hanging properly, and without having the wheel 
wabble all over the road. 

A more difficult, and seldom used mount, is to 
stand as before on the left side of the wheel, but 




MOUNTING. 



with the left pedal raised. Put the left foot on it, 
and rise on it, and as it begins to descend swing 
the right leg in between the left leg and the saddle, 
and rise to the saddle. This, like the pedal mount 
for men, is of no great utility. 

In learning to ride a great thing is to make haste 
slowly, and not overdo. This may seem painfully 



40 CYCLING. 

simple, but experience shows that the caution is 
required. So many muscles, ordinarily unused, 
are brought into play that, unless the first rides are 
very short, the whole system becomes fatigued. 
It should be regarded as an imperative rule, in the 
first two months of practice, to never do enough to 
become really fatigued. 

The secret of rapid learning and of acquiring 
facility in the use of a cycle is in taking frequent, 
regular, and short rides, aided, if possible, by a 
rider of judgment. Remember that it is not brute 
force, but skillful management of a wheel, which 
makes riding easy and pleasant, and secures speed 
as well. The method of taking short daily rides 
will produce the best results ; the muscles will 
steadily strengthen, and the improvement will be 
rapid. 

The first ride should be, if possible, under the 
direction of an experienced rider. It must be 
taken very slowly. Half a mile is long enough 
for many to undertake. A mile is sufficient for 
the average person, and a mile and a half is far 
enough for many a man. The second ride should 
not be any longer; but it may be taken a Httle 
more rapidly. The increase for the first week 
should not much more than double the distance 
ridden the first day. 

In the second week the same gradual progres- 
sion should be adhered to, and about twice as 
much ground covered as was in the first week, 
provided that on no occasion the rider goes far 
enough to become particularly tired. This must 
be remembered. It takes a week or two to get 



LEARNING. 4 1 

the muscles accustomed to the exercise, and to 
acquire familiarity in the control of the wheel. 
After the second week, rides can be lengthened 
according to the rider's judgment ; but six to ten 
miles is quite far enough to attempt by the end of 
the first month. If the rider is a woman, and was 
not in good health on beginning, she will do well 
to then be able to ride five or six miles comfort- 
ably. A man, unless an invalid, ought to do ten 
miles. 

There are two ways of riding — at a uniform gait 
without a stop, and to vary the gait and occasion- 
ally rest. The first method covers a given dis- 
tance in the shorter time, and giv^es better results. 
The other method is easier, and often pleasanter. 
Hard riding is seldom advisable, and during the 
first few months should never be attempted ; but 
an effort should be made not to fall into a slovenly 
style. At first, occasional rests should be taken ; 
but, after a few weeks, it is well to set a moderate 
pace and endeavor to maintain it for a time. More 
good results from fairly brisk exercise taken in 
this way than from long, irregular rides. 

For some time it is well to avoid all grades, as 
they only discourage a novice. After that, try the 
hills by degrees. Take a gentle rise at first, lean 
forward a little, and add your weight to the pres- 
sure on the pedals. If you cannot mount the hill, 
notice how far up you ride, and try again next day. 
After a few attempts you will reach the top. 
Some people avoid hills, but very foolishly. Prac- 
tice in hill climbing is strengthening. Make it a 
point to take a hilly road now and then ; it will do 



42 CYCLING. 

the muscles lots of good, and pay many times over 
for the exertion. 

After you have ridden a month or two you can 
try your first coast. Take a smooth and gentle 
hill ; place one foot lightly on the coaster, and 
pedal carefully with the other. The machine will 
be a little less steady than usual, but if the hill is 
not steep, you will have no trouble. Next time, 
try the same thing with the other foot up. Try it 
several times with each foot before you put both 
feet up. Hold the brake partly on from the start. 
Do not allow the machine to run very fast and 
then try to check it. Keep it at a moderate gait 
from the fnoment you begin to move, by means of 
a constant pressure on the brake. Start with the 
machine under perfect control, and keep the brake 
on sufficiently hard to retain your control. You 
can, after a few coasts, reduce the brake pressure 
and ride faster with safety. Be sure, however, to 
do this by degrees, and do not attempt suddenly 
to coast without the brake. No rider can safely 
start free on an unknown or dangerous hill. 

Don*t try a steep hill until you are used to gentle 
ones. At the end of the coast, take down your 
feet carefully, taking care to steady the machine 
by the handles. Coasting is so fascinating that it 
sometimes leads to recklessness ; but if you never 
coast where you cannot safely pedal, and never 
risk a strange hill when you cannot see the bot- 
tom, there is very little to be feared. Do not 
coast a hill that has vehicles on it. A cycle has 
only the rights of other vehicles, and no right to 
go flying down forcing anyone out of the way. 



LEARNING. 43 

Moreover, the sudden twists sometimes required 
to pass vehicles, especially if the road is narrow, 
are not safe when coasting rapidly. 

To slow the machine, and to stop it under all 
ordinary circumstances, it is necessary to learn to 
back-pedal. To do this, sit straight and begin to 
put a gentle pressure upon each pedal at the very 
lowest point, just an instant before it begins to 
rise. In riding down a steep hill, the control of 
your wheel depends largely upon whether you can 
feel and hold the pedal at that peculiar point. If 
you cannot, the reach is too long for you, no mat- 
ter how short you may think it when riding on the 
smooth level. But the first attempts at back- 
pedaling must be on the level, and must be very 
moderate. The power applied can be increased 
by degrees. An expert back-pedaler can stop in 
a very short space by this means alonec 

Learn to use the brake. It is often needed in 
descending hills, and to slow the speed in coasting. 
Apply it very cautiously at first, but practice with 
it till you can use it comfortably. Never take an 
unnecessary risk. Keep the machine well in hand. 

It is highly important, in learning to ride the bi- 
cycle, to endeavor to acquire skill and facility in its 
use before you attempt to cultivate strength and 
speed. If the novice is painstaking in his riding 
for the first few months, and careful to learn to do 
well every little thing in the management of his 
wheel during the first season, he will secure the 
best results and obtain good control of his wheel. 
Let him keep a cool head, always stick to his wheel 
to the last, and if he rides with any judgment, his 



44 CYCLING. 

wheel will stick to him. He will also find that his 
strength greatly increases, so that, when he begins 
to attempt a faster gait, he will be able to improve 
rapidly. 

When mounted, sit up straight and well back. 
Unless for special cause, like racing, riding against 
a high wind, or mounting a hard hill, it is best to 
sit erect. Do not grasp the handles like a vise, 
but hold them Hghtly. When you can steer with a 
light grasp, practice steering with only one hand, 
until you can control the wheel easily in that way. 
When that is acquired, remove both hands from 
the handles for an instant, taking care to press 
evenly with the feet. If the wheel swerves, a little 
pressure on a pedal will right it. Practice this a 
little at a time, but often, and you will soon be 
able to ride, hands off. This accomplishment is 
not for show, but to give a good control of the 
wheel, and will teach you quickly the importance 
of even pedaling. Most pversons pedal more or 
less unevenly, exerting greater pressure with one 
foot than with the other, and this, of course, tends 
to deflect the wheel from a true line. Steering 
with the hands counteracts this tendency more or 
less completely, but a man who does all his steer- 
ing with his hands rarely, if ever, rides as true and 
gracefully as a man who can steer perfectly with 
feet alone. By practicing diligently, hands off, a 
little at a time, perfectly even pedaling can be 
acquired, and a man can ride long distances on 
good roads without touching his handles. 

Rides should, if in any way possible, be taken 
daily, be they never so short. What has been said 



LEARNING. 45 

about learning has been based upon daily prac- 
tice. If rides are taken less often, it will take pro- 
portionally longer to learn. Proficiency is secured 
only by regular practice. In order to ride well, 
you must ride frequently. To derive benefit from 
it, you must ride regularly. Though occasional 
and irregular riding may be beneficial, it cannot 
produce the marked and lasting effects that regu- 
lar riding insures. It is best to learn to ride on a 
single machine, not depending on another's aid on 
a tandem. You will thus acquire independence 
and self-control. 

These directions will, if rigidly followed, enable 
even a delicate woman to gain good riding power 
in a few months' time. A man need not begin quite 
so slowly, but he should follow out the same line 
of practice, and adhere to the principles on which 
it is based. 




CHAPTER III. 

RIDING AND TOURING. 

PERSON who has just acquired the 
power to propel a bicycle without falling 
cannot really be said to know how to ride 
it. To acquire the ability to propel it at 
all is, of course, the first step ; but it requires con- 
siderable time and careful practice to learn to ride 
effectively and well, and a number of weeks of 
regular work must elapse before any considerable 
distance can be ridden, or any great speed attained 
without over-exertion on the part of the rider. On 
beginning to ride, the temptation almost invariably 
is to lengthen the distance or increase the speed 
before good facility in the management of the wheel 
is acquired, or the muscles have become accus- 
tomed to their work. This is apt to lead to a 
slovenly manner of riding and, if carried too far, 
may result in accidents, or prostration from over- 
exertion. These evils can be entirely avoided by 
making haste slowly. 

To become a good rider requires patience, care- 
ful attention, and regular practice. Many wheel- 
men, it is true, become good in certain points, but 
not many ever become proficient in all respects. 
A few learn to ride in good general form, or at 
least without any glaring fault ; a . few become 
46 



RIDING AND TOURING. 47 

Strong, steady goers, capable of sustained effort ; a 
few are good hill climbers ; a few get pleasure out 
of any road that comes, and a very few indeed 
learn to ride with proper ankle action. The man 
who becomes accomplished in all these ways is 
a rara avis. It is not until a little attention is 
given to the matter that it is possible to realize 
how deficient very many riders are in some of the 
little acquirements that belong to the make-up of 
a really proficient wheelman. It can be readily 
tested. Think over the points necessary to make 
an ideal rider, and then notice everyone you see on 
a wheel. The result will be a revelation, and form 
in riding will prove an interesting study. 

A common cause of poor riding has been from 
having too long a reach, and it is only lately that 
wheelmen have begun to appreciate the increased 
power, more perfect control, especially in bad places, 
easier hill climbing, and greater degree of pleasure 
that follow from having the pedals well within the 
reach. These are advantages that need only be 
mentioned in order to be appreciated ; and now 
that it is realized that they result from a moderately 
short reach, the tendency of some is to go to the 
other extreme and set the saddle too low, and so 
really lose power from contracted muscles. 

What is to be sought is a perfect fit, and that is 
obviously one that will give the rider the maximum 
of power and the most perfect control of the wheel. 
The maximum degree of power can only be secured 
by having a reach short enough to enable the rider 
to apply power effectively at every available part of 
the stroke. This means something different from 



48 CYCLING. 

the direct, vertical thrust which is all that a large 
majority of riders ever learn. It means a reach so 
short that a good ankle action will have the toe far 
enough below the pedal, when it is at its lowest 
point, to enable the rider to continue his applica- 
tion of power backward beyond that lowest point. 
It also means a reach so short that on back-pedal- 
ing down a steep hill the pedals are felt perfectly, 
and held steadily, at the very lowest point of every 
revolution. The test for both cases is the same : 
the rider should be able to place his heel easily on 
the pedal when it is at the lowest point. This 
position can be readily found as the saddles are 
adjustable, and not too high a frame should be 
bought. 

In securing the reach which enables the rider to 
apply his power to the greatest advantage, he also 
obtains a reach which gives the best control of the 
wheel. Complete control enables the rider to take 
bad spots and country roads more readily, to climb 
hills with lessened exertion, to steer with increased 
freedom and less dependence on the arms, to 
economize generally in expenditure of power ; and 
to give himself and machine the minimum amount 
of jar. This is accomplished by having the reach 
so short that the foot can exert full pressure at the 
lowest point of each stroke ; and by riding well on 
the pedals, instead of sitting (or hanging) on the 
saddle, especially over all rough and bad spots. 

Moreover, the rider should be able to pedal his 
machine while standing on his pedals, with his 
body entirely clear of the saddle. Of course he 
should clear the saddle but a trifle^ for his leg 



RIDING AND TOURING. 49 

should get very nearly a full stretch at every 
stroke ; but a full stretch by no means implies that 
the toe should barely touch the pedal when the leg 
is extended. If the reach is too long the rider 
usually will not be able to clear his saddle while 
pedaling ; or, if he can, he will be riding delicately 
on his toes without a firm grip of the pedals. 
The longer for the rider the reach is, the weaker 
becomes the grip of the pedal that the toe can 
get, and the more is the rider compelled to trust 
to the momentum of the machine to pass over 
obstacles. The inclination to trust to momentum 
is a defect common to beginners, and to nearly 
all who ride with too long a reach, A rider on a 
wheel which fits him can push the pedal all the 
way around on each revolution in a bad place, and 
depend upon this complete a7id contmiwus control 
of his machine to get through ; his machine obeys 
him, and he obtains confidence — there is nothing 
like a good fit, and pedaling all the way, to give 
one confidence. But the rider who has too long 
a reach is obliged to depend largely upon momen- 
tum to carry him over bad spots : he can never 
know just how he is going to get through ; he 
becomes more or less nervous ; is in dread of a 
fall, and never gets the greatest pleasure out of his 
wheel. 

Besides the advantages just considered it is the 
same reach that gives the maximum of power, and 
complete control at the lowest point of each rev- 
olution of the pedal, that makes it possible for a 
rider to acquire almost perfect control of the steer- 
ing by feet alone. This is not suggested with a 



50 CYCLING. 

view to attempting any fancy feats whatever. It 
is, however, always practically useful to have a 
wheel under the most perfect control ; and ability 
to have both hands free may be of use, especially 
if one rides in cold weather when the ears and 
fingers tingle. 

After one has become a fairly good rider and 
can do twenty or twenty-five miles with comfort 
and enjoyment, he should begin to take short rides 
on country roads. At first the best roads should 
be chosen, and narrow side paths avoided ; but 
after a little experience the roads should be taken 
as they come, if one really cares to become an 
expert all-round rider. Narrow paths, ruts, sand 
and loose stones will prove very annoying at the 
outset, but soon lose all their terrors if this kind 
of riding is kept up. On narrow paths a careful 
watch must be kept for stones and roots of trees 
along the edges, for pedals are liable to encounter 
such half hidden obstructions. If in a rut, simply 
run straight ahead, holding the steering wheel 
straight, till a point is reached where the edges 
permit turning out without causing a fall. It is 
easier and safer to run along in many ruts, devot- 
ing all one's attention to keeping straight in their 
center, rather than attempting to turn out at 
a point where the sides are high enough to impede 
free turning. In crossing ruts, car tracks, and 
the like, take them nearly at right angles ; also 
slightly increase your pressure, but not your speed, 
as the increased pressure steadies the machine. 
This also applies with equal force to passing over 
any bad spot, and to turning. 



RIDING AND TOURING. 5 1 

The secret of getting at the truest pleasures of 
the wheel is to learn to master thoroughly the 
mount chosen, so that the rider feels at home on 
it and is able to ride anywhere within the bounds 
of reason. To accomplish this, considerable at- 
tention must be paid to many little details at the 
start, at which time it is just as easy to form good 
habits as bad ones, and the habit of riding in good 
form can be readily cultivated. For several months 
at least, and preferably for nearly all the first season 
one rides, attention should be turned" to acquiring 
skill ; speed and endurance are yet of minor im- 
portance, and, moreover, one can become proficient 
in both of them far more quickly if there is first 
acquired a good degree of skill in manipulating the 
wheel under all ordinary circumstances. It is 
difficult to lay too much stress upon these consid- 
erations, because they are so often ignored. The 
published reports of speed and endurance on the 
wheel are apt to rouse in the novice a spirit of emu- 
lation which, though frequently desirable, should 
be controlled at least until skill is acquired. When 
a rider becomes really skillful, speed and endurance 
can be safely cultivated by means of a training 
more or less complete according to the objects in 
view. 

When one has first really learned to ride, the 
runs should be brief ones, and as much attention 
and energy should be expended in acquiring good 
form as in the propulsion of the wheel. The 
quality of good form is equally valuable for its 
effect upon the rider and the observer — it enables 
the former to get the utmost out of his wheel in 



52 CYCLING, 

every way, and it convinces the latter that cycling 
is most easy and charming. Good form is usu- 
ally the result of mastery of the wheel, aided by 
a good machine, and is practically impossible to 
one who has incomplete control of his mount ; it is 
the easy grace that one acquires in a position of 
which he is the conscious master. 

In order to cultivate good form, the reach must 
be of the proper length, already insisted on, and 
the handles carefully adjusted as to height, and 
not so long as fashion has sometimes demanded. 
The principle of a comfortable reach for the arms 
is to have the handles at such a height and of such 
a length that the hands will drop naturally upon' 
them a little in front of the body, and but little to 
each side of it, while the rider is in the saddle with 
feet on pedals. The rider should be in an erect, 
easy position, with the elbows but very slightly 
bent. For this purpose a bar not over twenty- 
two inches from tip to tip should be used ; twenty 
inches is long enough for most persons, while ex- 
perienced riders as a rule prefer even a little less 
than this. In position, the handles may be, for a 
man of ordinary size, two or three inches higher 
than the saddle, and for a woman perhaps four or 
five inches. An upright position is desirable, but 
comfort and grace do not require anyone to sit 
bolt upright as if tied to a post. On the contrary, 
a rider is more comfortable and graceful, and can 
use his power to better advantage, if the body is 
slightly flexed, at the hips, with the chest a little 
thrown forward, with the shoulders well back. 
This keeps the chest open, the lungs free, and 



RIDING AND TOURING. 53 

gives the most powerful working position. It is 
entirely different from the bent over, doubled up, 
and chest-contracted position assumed by so many, 
but is not the ramrod-like form that some think 
necessary in order to show disapproval of the other 
extreme. Such a combination of leg reach, arm 
reach, and body position will give the most comfort 
and power, and tend to reduce the inclination felt 
on a badly adjusted wheel to frequently change 
one's position. 

The saddle also must be of good character and 
suitably adjusted. Nearly all are " universally ad- 
justable" — that is, the tension of the leather can be 
altered ; they yield to the form of the rider, and they 
can be raised or lowered at either end at will. Some 
little practice and attention are usually required 
in order to find just the position where one does not 
slip and is not chafed, and one should experiment 
until it is found. There is opportunity for some 
little fore and aft adjustment on the T or t; rod 
which carries it. It is worth while for each rider 
to experiment for himself a little in this matter 
with regard to two points, viz.: Ease of propulsion 
(as the position is made more or less vertical) and 
steadiness of steering (as the weight of the rider 
approaches, or recedes from, the center of the driv- 
ing-wheel). While the opinions of riders differ 
considerably on these points, those who have 
studied the matter and are entitled to be considered 
authorities are pretty well agreed that there is such 
a thing as too vertical action, and that power can 
be best applied from a position slightly in the rear 
of the pedals. The opinion of one of the first 



54 CYCLING. 

English authorities, expressed editorially in the 
Cyclist, is as follows : 

" If a machine is required for racing, either on 
the road or path, or for what is known as ' scorch- 
ing,' pure and simple, the saddle may be placed a 
few inches back. For fast riding it is desirable. 
On the other hand, should a machine be required 
for ordinary road riding, more especially if the 
district in which it will be used is a hilly one, then 
the construction of the machine should permit of 
the saddle being placed so that a plummet dropped 
from the peak will fall on the center of the crank- 
axle. We may further explain at this point that 
the lighter and more powerful in the legs a rider is, 
and the more nearly he approaches * form,' the 
faster will he be likely to ride, and the further 
back will his saddle be found advantageous ; but, 
on the other hand, for a man — more especially if 
he be a heavy weight — who rides perhaps once in 
a week, travels at a moderate pace and for pleasure 
only, and who is never really in an athletically fit 
condition, such a position would be absolute 
misery, and it will be a necessity for his comfort 
and ease in riding that he keeps well over his 
work. As to which of the two extremes, or as to 
what intermediate point will be more suitable for 
their individual requirements, our readers can best 
decide for themselves." 

This very sensible advice was written at a time 
when the cycling fashion, or prevailing fad, 
demanded a very backward position — a position 
in fact which carried the saddle back nearly over 
the center of the rear wheel, and was a perfect 



RIDING AND TOURING. 55 

absurdity. But the reaction of course came, and 
riders soon jumped to the other extreme, and 
moved their saddles so far forward that many 
now really almost pedal backward, as they did on 
the now extinct Broncho and Eagle. The most 
sensible and practical thing, however, is to obtain 
a position midway between the extremes. As to 
the character of the saddle itself, if one rides as 
much on his pedals as he should, he will not 
require a large, heavy, and soft affair, but will be 
able to ride a reasonably firm one of moderate 
size, and get equal comfort without any loss of 
power. 

With properly adjusted reach, handles, and sad- 
dle a rider is in position to practice to the best 
advantage, and ought to be able, if he is assiduous 
in his work, to acquire good form. He must sit 
erect, but not stiffly ; he must rest easily and 
lightly on the saddle, with a good portion of the 
weight carried always on the pedals ; he should ac- 
quire control of the wheel by feet alone, so that he 
can at any moment free both hands for use ; he 
must ride accurately, so that he can pick his way 
between obstacles, with the rear wheel always fol- 
lowing in track ; he must pedal steadily and firmly 
and learn to spontaneously increase the pressure 
immediately on feeling that the wheel is passing 
over an obstacle or hole, and he must cultivate 
good ankle action. This array of virtues is not too 
formidable for anyone to cultivate, and each one 
well repays the rider for the practice and attention 
taken to acquire it. 

If one is something of an athlete, he can natu- 



56 CYCLING. 

rally take longer rides at first than one unaccus- 
tomed to exercise ; but if one indulges in only one 
athletic sport, as walking, rowing, or running, he 
cannot presume too far upon his proficiency in 
that, and expect to be able to do a great deal more 
on the wheel, at the start, on that account. The 
cycle calls into simultaneous action a greater num- 
ber of muscles than does any other exercise, and 
many of them are muscles scarcely used at all by 
the majority of people ; consequently, on beginning 
to ride, it is well-nigh impossible to go too slowly. 
Of course no arbitrary distance could be judi- 
ciously assigned, as riders, roads, and opportunities 
vary considerably ; but it is well to remember that 
short, regular, moderately fast rides are much more 
beneficial than longer, infrequent ones, and that no 
considerable distance, or high speed, should be 
attempted unless one is in regular practice. If one 
rides ^v^ to ten miles nearly every day, part of it 
at good speedy he will soon be in shape to ride fifty 
or even a hundred miles in a day without danger 
of overexertion ; but if he rides only once a week 
he ought to take an easy gait and not attempt long 
distances, as ten to twenty miles will be all he is 
really fit for. On good roads, nine to twelve miles 
an hour may be called tolerably fast riding ; from 
fourteen to sixteen miles is a really fast gait, and 
worth occasional practice for the sake of the wind 
and endurance it gives, while from seventeen miles 
upward is a road-racing speed. On poor roads, 
from one to three miles less per hour is probably 
about equivalent. 
' It is possible for a person quite out of proper 



RIDING AND TOURING. 57 

condition to perform some feat of marked endur- 
ance on the wheel, if he is a good rider ; hut it will 
cause overexertion and show injurious effects 
sooner or later, and, when one gets out of condi- 
tion as much as the majority do during the winter 
months, riding ought to be resumed by degrees. 
In the few riding districts in this country where a 
wheel can be used nearly every week of the year, 
one can keep in fair condition ; but if one does not 
ride almost daily, preparation must certainly be 
made for any particularly long ride or tour. The 
preparation need not consist of any real "training," 
except for racing ; but should be in the nature of 
more regular, harder, and longer rides than usual. 
If a century run is contemplated, several weeks of 
ten miles daily, at a good pace, should be had, and 
then, once a week perhaps, a ride of thirty, forty, 
or fifty miles. As preparation for a 'tour, fifteen 
or twenty miles should be ridden daily, if possible, 
for a couple of weeks, though five or ten miles a 
day at a rapid gait will answer very well as a pre- 
liminary. For either purpose, the rider will then 
be fit — that is, in suitable physical condition — and 
the long run, or the tour, will be a positive pleasure, 
with no danger of prostration from overexertion. 
The enjoyableness of a tour depends in no small 
measure on being in sufficiently good riding form 
to make the work easy, and in laying plans so as 
not to be obliged to push along too fast. Wheel- 
men who ride irregularly, and make little or no 
preparation, should be very cautious when starting 
to tour awheel ; they are apt to plan too long a 
trip, with too great a daily distance, and find the 



58 CYCLING, 

first few days very wearisome, even if they pull 
through. Forty to fifty miles a day is as much as 
one can do comfortably on give and take roads ; if 
one, however, is really in good condition and prac- 
tice, probably from five to fifteen miles more can 
be done without inconvenience. The location of 
good stopping points will go far to determine the 
exact distance for each day, as a route should al- 
ways be carefully laid out in advance with a view 
to making halts at points where comfortable 
accommodations can be secured. 

A majority of cyclists find touring most pleasant 
with a single companion, if one is fortunate enough 
to have a congenial friend who rides. The tourists, 
if but two, will be thrown into such close relation- 
ship that similarity of tastes is highly desirable. 
In a large party, one can be independent, and 
it is a matter of less consequence. When the party 
is Hmited to three or four it is possible to find 
accommodations at desired stopping points, without 
sending notice in advance, and feeling more or less 
bound to keep the engagement ; but if there is 
a larger number it is sometimes necessary to take 
this precaution, and considerable work in the way 
of perfecting arrangements, and carrying them out 
on the trip, will devolve upon one of the number. 

It is now, thanks to the League of American 
Wheelmen, a very easy thing to lay out a trip 
intelligently, and plan all details in advance, with 
full knowledge of distances between any given 
points, the character of the various stopping places 
and accommodations at them, and the nature and 
condition of the roads over which one must travel. 



RIDING AND TOURING. 59 

All this may be learned from the road books pub- 
lished by the larger State divisions of the League. 
These books are sold to non-League members at 
a comparatively high figure, but are sold to League 
members outside the State issuing them at a low^er 
price, and supplied to State members at a merely 
nominal rate, sometimes less than cost and some- 
times free of charge. 

Some luggage has to be carried for any trip. If 
for only two or three days, it should be limited to 
a night shirt, comb, tooth brush, a few handker- 
chiefs, wash cloth, and light coat if one rides in 
a shirt or sweater. If for four or five days, a change 
of underwear and shirt should be added. These 
can be carried in a compactly rolled package on the 
handle bar, wrapped in a rubber cloth. Should 
the projected trip be a long one, or the tourist 
desire to make a more elaborate toilet at his 
principal stopping places, he can, of course, for- 
ward such extra baggage as he needs by express, 
and in this way secure some additional comforts ; 
but he should, even in this case, carry with him on 
the wheel the few articles first enumerated. 

It is every year becoming the practice of increas- 
ing numbers to spend their vacations on their 
wheels. When this is done the change is so com- 
plete, the recreation so perfect, that the greatest 
benefits are obtained. A few suggestions on the 
subject, from the pen of Mr. J. Cleveland Cady, 
illustrate clearly its advantages and pleasures : 

" Anyone who wishes to get the most out of a 
vacation, both in healthful invigoration and pleas- 
ure, will find a wheeling tour superior to any 



6o CYCLING. 

Other means. Nothing so completely takes the 
mind from business ; the wheel demands and will 
have all the attention that is not absorbed with the 
scenery, or circumstances of the trip ; business and 
the ordinary cares of life are quite forgotten. The 
lungs receive a thorough revivifying, and the circu- 
lation starts into healthful activity ; sleep becomes 
sound, appetite voracious, and digestion perfect. 
Certainly this is an ideal condition for an over- 
worked brainworker or a man enslaved in the 
routine of business. 

" A professional man in this city had been kept 
at his confining calling all the summer, and as fall 
came on his family saw that he was in very bad 
condition, and had reason to fear he would go into 
a sudden decline. A friend persuaded him to take 
a vacation with him of two weeks, on a wheel. 
He did so, and came back in fine condition, which 
he retained through the winter — sleeplessness, 
nervous prostration, and depression all gone, and a 
hearty vigor instead. 

** A few points for those wishing to get the most 
out of a vacation on a wheel may not be amiss. 
For moderate luggage, a traveling bag or box can 
now be obtained fitting into the frame of the cycle 
and not the least in the way, which will carry a 
surprising amount of attire, and conveniences of 
various sorts — a change of underclothing, collars, 
cuffs, and white shirt, patent leather pumps, toilet 
articles, and even a light serge suit. By this means 
a tourist at night, or on Sunday, can have the 
luxury of a fresh outfit. This is a rather more 
independent plan than sending baggage ahead by 



RIDING AND TOURING. 6 1 

the train or express, althougli some will prefer the 
latter. For short trips, or trips of a few days, or 
even two weeks, it has worked admirably. The 
box in the frame looks better and is less in the way 
than any attachment to, or near the handle-bar, 
and its weight is much better placed. 

** The box should be so made that its cover can 
be entirely removed for compact packing. If made 
of leather-colored water-proof, pasteboard, or 
leather itself, it presents a tasteful appearance, which 
cannot be said of any other form of conveying 
cycling luggage. In its stores should be included 
needles, thread, safety-pins, sticking plaster, and a 
bottle of Pond's Extract and glycerine, half and 
half of each, a most useful and soothing remedy 
for bruises or cuts. 

** Make the journey with a view to having a 
good time in every respect ; not for making or 
breaking records, or performing surprising feats. 
Plan the trip, if possible, through an interesting 
region, and one that has fairly good roads. By 
means of * road books ' and local maps, lay out 
the route carefully, even though circumstances 
may at times divert you from it. Take pains to 
arrange it that you secure first-class accommoda- 
tions at night : excellent beds, and a supper and 
breakfast that leave nothing to be desired. 

'* It is worth while to go out of one's way to do 
this, and decidedly to strain a point for the best. 
The midday meal can be taken at any farmhouse 
or village inn, if only the other two meals and the 
bed are something to look forward to. Seek out 
interesting places and scenery (turning aside for 



62 CYCLING. 

the purpose, if necessary), and stop and enjoy 
them. Do not hesitate to make frequent stops for 
a drink from the mountain spring ; for a view of 
the pretty wooded dell ; to see some quaint old 
building ; or to chat with some interesting rustic. 
An observant person will thus have many items 
of fresh and piquant interest in his note-book by 
night. 

" Finally, a good-natured friendliness toward the 
people one meets will elicit much kindness from 
them and a great deal of interest about the region 
in which you are traveling. It is surprising how 
generous a return a little effort in this direction 
will secure, until it seems as if everyone were trying 
to tender an ovation and assist in making your 
trip a festal affair." 




CHAPTER IV. 

ACCIDENTS, AND THEIR PREVENTION. 

i|T the beginning of one's cycling experi- 
ence, and especially during the first few 
weeks of riding on the road, some minor 
accidents will occasionally take place. 
These frequently cause little or no damage to either 
rider or machine, or perhaps nothing worse than a 
slight bruise, or a bent pedal ; but sometimes the 
damage is slightly greater to the rider, the machine, 
or perhaps to both. It is therefore well to de- 
scribe the more common forms of accidents, 
and offer a few suggestions as to how to avoid 
them. 

When bicycles first came into use, the handle- 
bars used on them were exceedingly narrow, being 
about twelve or fourteen inches wide. By degrees 
they were made wider, and about 1890 reached a 
maximum width of twenty-seven to thirty inches. 
Since then, they have been reduced in width, so 
that now from seventeen to twenty inches is re- 
garded as the correct thing. With the reduction 
in width, the great sweeping curves have been 
reduced, and now^ a bar about the width of the 
body, and curved back some six inches, directly in 
front of the rider's arms is believed to be the most 
comfortable, and to give the best control of the 
63 



- 64 CYCLING. 

Steering. In some cases, however, and especially 
on old or cheap machines, wide bars are found, 
and it frequently happens in such cases that the 
handles strike against the knees in making a quick 
or sharp turn, and may possibly cause a fall. 
This must be carefully watched if wide sweeping 
bars are used. It is much better, however, to have 
the bars reduced to twenty inches (or even one or 
two less), so that the rider's hands will be in front 
of him, instead of spread out at the sides. Bars 
can be bent at competent repair shops, to any 
shape, without injury to the nickel, at a reasonable 
price. 

When roads are wet or muddy there is apt to be 
a slight tendency for wheels to slip sideways, if 
ridden carelessly. To obviate this, one should ride 
as steadily and straight as possible, avoiding 
sudden turns and sloping surfaces, and in crossing 
car tracks should go over them nearly at right 
angles. A brake will always slip more or less on a 
wet tire ; so an easy gait should be taken in order 
that the machine may be principally controlled by 
means of the pedals. The rear wheel may slip 
sideways several inches without throwing the rider, 
if he rides steadily ; but an equal slip of the front 
wheel is likely to cause a fall. This is because 
when the rear wheel slips the steering is not 
seriously affected, but if the front wheel slips it is 
exceedingly hard to recover one's equilibrium, for 
the equilibrium is maintained solely by means of 
the front wheel. 

Occasionally a fall will occur if either foot slips 
off the pedal, as the body may be suddenly thrown 



ACCIDENTS, AND THEIR PREVENTION. 65 

too far to one side, and the balance destroyed. 
But if one is riding at a moderate gait, the pedal 
can usually be recovered, and the equilibrium 
maintained without a fall. Sometimes, however, a 
rider is unfortunate enough to slip his pedal while 
crossing some bad spot, and have his wheel strike 
an obstacle before recovering it, and in this case a 
fall is more likely to occur. In order to reduce to 
a minimum the chance of slipping a pedal, ankle 
action should be cultivated persistently, and one 
should carry his weight well on the pedals, rather 
than on the saddle. Should a pedal still be 
slipped, the rider should instantly steady himself 
by means of the other pedal and the handles, and 
pedal firmly with the other foot until the lost pedal 
is recovered. 

In case of striking a small obstacle, nothing 
more than a slight bump, or a trifling deflection 
from a straight course is usually experienced. The 
instant, however, anything unusual in the road sur- 
face is encountered — be it a stone, block of wood, 
rough spot, depression, or the like, the handles 
should be grasped more firmly, and all the rider's 
weight carried on the pedals. This eases both 
rider and wheel immensely, and often prevents a 
fall. It should be practiced assiduously until it 
is done automatically on meeting an unobserved 
rough spot as, for instance, at night when the road 
cannot be clearly discerned. Should an obstacle 
large enough to stop the wheel be encountered, the 
rider will be somewhat thrown forward. He 
should hold the handles firmly and press backward, 
and as he comes down should reach out with the 



CYCLING. 

foot on the side toward which he falls, and he will 
land safely. 

On a strictly first-class machine it is a very rare 
thing for any nut or screw to loosen, if properly 
set, but it is not safe to presume on that fact ; 
because many so-called high-grade machines are 
not all they are represented to be, and because few 
persons see to it that all parts are properly at- 
tended to. In order to prevent accidents, all nuts 
and bolts should be felt of occasionally with a 
wrench, and the brake tested to make sure that it 
will act properly. Riders should remember that 
no brake that is applied to the tire will hold firmly 
when the tire is wet, and govern themselves accord- 
ingly. 

If one rides without a brake, it is more than ever 
necessary to cultivate back pedaling, in order to 
insure control of the wheel, both for slowing up 
and stopping quickly, and for holding it safely 
down steep grades. In order to learn to use the 
foot as a brake, turn the toe in, and rest the for- 
ward part of it on the tire, with the outer side of 
the sole resting against the fork side. Try it at 
first on a slight grade, and increase the pressure on 
the tire very gradually, at the same time taking 
care that the toe is not drawn in under the fork 
crown. Also have care that in running over a 
rough spot, or *' thank-you, ma'am," your foot is 
not jolted off the tire, and then thrown back with 
such force as to cause too sudden a stop, or is not 
suddenly drawn in too far beneath the crown. 
The foot is the most effective of all brakes, but 
it must be used very cautiously, and carefully 



ACCIDENTS, AND THEIR PREVENTION. 67 

and the head kept cool, especially down rough 
hills. 

Coasting is very exhilarating, but it leads to its 
full share of accidents, and often serious ones. On 
a straight hill, not too steep, with good surface, and 
free from vehicles it is safe enough usually, if one 
keeps cool ; but if the bottom cannot be seen, if it 
is very steep, if it is rough, rutty, or sandy, or if 
there are vehicles on it, it is always dangerous and 
should be avoided, or indulged in only with the 
brake partly on and the machine under full control. 
In any event, all cross-roads should be very care- 
fully watched, as vehicles turning in from them 
suddenly are very dangerous. Also, whether pedal- 
ing or coasting, vehicles closely in front of a rider 
must be carefully watched, as they are very liable 
to slow up suddenly, or turn in front of you into 
some yard or side street. It is the best way not to 
pass a vehicle just at any cross-street, until you see 
that it is not about to turn into it. 

Riders ought to observe all the rules of the road, 
and not court disaster or engender ill feeling by 
disregarding them. It is very common for a num- 
ber of wheelmen to divide, both on meeting and 
passing vehicles, and in so doing increase the 
chance of frightening horses, and make collisions 
far more probable. In the case of coHision between 
two bicycles, it should be remembered that the 
aggressor will receive the less damage if the 
machines are of equal strength, so that if a collision 
is actually unavoidable, it is worth while to become 
the aggressor if possible, or at least to endeavor to 
give as much shock as you receive. 



68 CYCLING. 

It requires some months of diversified riding to 
accustom one to the various conditions that are to 
be met, as well as to learn all the peculiarities of 
a mount and become thoroughly at home on it. 
Probably this last point has as much as anything 
else to do with immunity from trouble and accident. 
It is of the first importance that the machine should 
be a good fit, and every part properly adjusted. 
This being done, careful and continuous practice 
should be taken until the machine seems to become 
a living part of the rider. No new feat should be 
undertaken simply because others seem to accom- 
plish it easily, for though all feats on the bicycle 
are easy and graceful when mastered, they usually 
require cautious, slow and persistent practice at the 
outset. It is a good rule to make haste very slowly 
in learning any new feature of bicycling, and not 
to take any foolish chances, nor indulge in any 
bravado or recklessness. 

On the other hand, don't work yourself up into 
a nervous state over imaginary difficulties and 
dangers, and don't cross any bridge until you come 
to it. Moreover, don't think that you cant do a 
thing, simply because you are nervous about it, and 
feel averse to making the first attempt. Every- 
thing on a bicycle is easier than it looks. Don't 
desert your wheel because you seem to be in a 
tight place. Be alert, keep your head cool, and in 
nearly every case your wheel will stick to you and 
pull you through. 




CHAPTER V. 

CORRECT PEDALING. 

N bicycle riding the opinion prevails that 
one has but to push upon the pedals in 
order to propel the machine, and this is 
true enough so far as merely imparting 
motion to it is concerned. But as riding in its 
fullest sense means something more than mere 
ability to put the machine in motion ; so pedaling 
in its fullest sense means a great deal more than 
merely giving the pedals alternate pushes as they 
come around. It will be readily admitted that the 
pressure should be steady, uniform, and strong, but 
beyond this few ever go. 

The art of pedaling once received considerable 
attention, but since the advent of safety bicycles it 
has been well-nigh forgotten. When the old high 
wheels were the only kind known, all who rode 
them soon learned to realize that their comfort and 
speed, as well as safety, depended largely upon the 
way they held their pedals and used their ankles ; 
for uneven pedaling, or slipping a pedal, often 
caused serious accidents. But the safety changed 
all that. Headers became practically impossible, 
and other falls infrequent and harmless. Old 
riders grew careless in their ankle action, and the 

6q 



70 CYCLING. 

hosts of new riders that came in with the advent of 
the safety were not instructed in the art. Never- 
theless, it is of the highest importance, as will be 
shown. 

The pedal is the point at which the energy of 
the rider is transmitted to the cycle, and so forms 
the chief connecting link between cycHst and wheel. 
The degree of perfection with which the connection 
is made goes far to determine the whole character 
of one's riding. The connection between foot and 
pedal becomes effectual in the action of pedaling, 
and the art of correct or scientific pedalmg is itself 
essentially the art of cycle riding, 

The importance of a perfect connection between 
foot and pedal appears in every function exercised 
by the pedals in the propulsion of the wheel. On 
the simple revolution of the pedals depends the 
propulsion of the machine ; on the rapidity v/ith 
which they are revolved depends the rate of speed ; 
on evenness of pressure depends steadiness in rid- 
ing and ability to steer without use of hands ; on 
continuance of pressure by means of good ankle 
action throughout the larger part of each revolu- 
tion depends economy of energy, uniformity of 
motion, and hill climbing power ; on skill in back 
pedaling depends the degree of control that can be 
acquired independent of the brake ; on proper 
application of power at bad places depends facility 
in taking them easily, steadily, and quickly ; on 
carrying sufficient weight on the pedals depends 
firmness in proper position ; all these combined go 
to make up the art of pedaling, which, when acquired, 
makes all riding easy and pleasant. 



CORRECT PEDALING. 71 

Correct form in pedaling depends upon the foot 
being able to secure a firm hold of the pedal at 
the lowest point of its revolution, and on an ankle 
action which gives the foot a grip of the pedal 
throughout the larger part of each revolution. 
From this it follows that the necessary conditions 
of scientific pedaling are correct reach and perfect 
ankle action ; and the advantages gained from it 
are a firm connection between rider and machine, 
which make them seem as one ; a complete con- 
trol of the wheel, insuring comfort and safety ; 
economy in the expenditure of power, by securing 
maximum results from minimum exertion ; the 
practical removal of that old-time bugbear *' dead 
centers " ; and good form in riding. 

It is not necessary to consider again the impor- 
tance of securing a proper leg reach, nor to dwell 
upon the advantages of doing so. It is only neces- 
sary now to call attention to the fact that the vital 
importance of a sufficiently short reach will again 
appear in the consideration of ankle action, in which 
art it is an essential feature. 

With the saddle set at proper height, ankle action 
is to be learned for the twofold purpose of master- 
ing the machine, and of enabling the rider to apply 
power to each pedal throughout the larger part 
of its revolution. To simplify the explanation, the 
following illustration should be studied. 

In the action of pedaling, each foot describes a 
complete circle. In the following illustration let 
the radii, OA, OB, OC, etc, represent a crank at 
different points of its revolution ; and suppose the 
rider to be seated nearly vertically above his work, 



72 



CYCLING, 



SO that his leg moves up and down in nearly the 
vertical line AGE, ^ 

Now, the simplest form of pedaling — that which 
everyone naturally adopts — is a straight downward 
thrust, in the direction of the Xva^AOE; that is to 
say, the natural tendency in pedaUng is for the rider 
to exert pressure only in a purely vertical direction. 




Thus, suppose one crank to be at the highest point 
A, and the other crank at the lowest point E, and 
the pressure on them to be wholly vertical ; in this 
position no amount of exertion will move the wheel 
forward, the power being, as was said, exerted 
wholly vertically, and the cranks remain on the 
dead center. When a machine, however, once 
gets the impetus of a start, the momentum imparted 



CORRECT PEDALING. 73 

by every stroke upon the pedals is sufficient to 
carry the crank beyond the dead center. 

Riding upon the level thus becomes quite simple, 
even though the rider's thrust upon his pedals is 
directly vertical ; but let him ride up a grade, and 
a new effect is at once experienced. As the incline 
becomes steeper, each thrust upon the pedals sends 
the machine forward a shorter distance, and pre- 
sently it becomes very difficult to press the cranks 
over the dead center. The machine moves very 
slowly as the dead center is being passed, and 
when passed the rider gives a hard push with all 
his power to gain fresh headway with which to 
overcome its recurrence. This is exceedingly hard 
work, and the rider will be compelled to dismount 
after an attempt or two of this sort, as equilibrium 
cannot long be maintained under such conditions. 
It is thus obvious that a purely vertical pedal action 
leaves one to a considerable degree at the mercy of 
the dead center (which consequently has become 
a bugbear to many), and also puts one at a great 
disadvantage in hill climbing. 

Consult the illustration again, and it will appear 
that as soon as the cranks pass the dead center 
(points A and E), the upper one begins to descend 
very slightly, and, continuing its descent, passes in 
nearly a vertical line in describing the curve BCD, 
while from D to E the curve again rapidly 
approaches the horizontal, Now, notice the differ- 
ent portions of the curve ABCDE. Immediately 
on passing ^, a purely vertical pressure on the 
pedal will have but a trifling effect. The effect 
will increase as the first segment is passed, and it 



74 CYCLING. 

will reach its maximum at the point C at the end 
of the second segment. From there on to D, the 
effective power decreases slowly, and from D^ to 
E more rapidly, so that on reaching E the dead 
center is again reached. With vertical pressure, 
much power is wasted while the crank is passing 
through segments i and 4, the power not then 
being applied at right angles to the end of the 
crank ; but, in passing through segments 2 and 3 
the pressure applied is most effective, as it is 
appHed through these two segments nearly at right 
angleSy though only at the point C is it absolutely 
at right angles to the end of the crank. 

Moreover, in pedaling vertically the pressure is 
not usually applied to the pedal until it has passed 
quite a distance beyond the point A, and it also 
decreases very rapidly after passing the point D. 
Under such circumstances, power is utilized in 
only about three segments, say from midway 
between A and B to nearly midway between D 
and E, The pedal action, instead of being even, 
steady, and harmonious, consists of a series of 
vertical thrusts, or jerky strokes ; momentum is 
necessarily relied on to pass the dead center, and 
to carry the machine over bad spots ; much power 
is wasted ; hill climbing is difficult and wearisome, 
and complete control of the wheel is impossible. 

These considerations show plainly the great dis- 
advantages under which a rider would labor if he 
could exert pressure on his pedals only in a strictly 
vertical direction. As he would apply power to 
the pedal in but little more than three segments, 
shown in our illustration, each pedal would be 



CORRECT FED A L INC. 7 5 

doing work only through about one hundred and 
sixty (i6o) degrees, or tlie two pedals through three 
hundred and twenty (320) degrees, leaving forty 
(40) degrees, or one-ninth of a complete revolution, 
in which no work is done. If so unfavorable a 
result were necessary , the cycle would be shorn of 
half its possibilities ; but fortunately it is not. 
The case, however, just supposed, if it appears to 
any to be something of an extreme one, is not 
nearly so exceptional as one might imagine. The 
number of riders who pedal vertically is very large, 
and many who pose as good riders have miserable 
ankle action. 

Between a straight vertical action and a perfect 
ankle action very many degrees of proficiency are 
possible, and examples of all of them may be seen 
practically illustrated on the road wherever wheel- 
men ride. 

Next to the simple vertical thrust comes the 
action in which the toe is slightly depressed below 
the level of the heel as the crank passes from D to 
E. Or, perhaps, instead of this, the rider drops 
his heel a very little after the crank reaches A, and 
approaches B, and so exerts a slight pressure in 
the early part of the revolution, but this- is very 
rare. He may even, if practical and experienced, 
combine these two points, and drop his heel a 
trifle at the beginning of each stroke, and depress 
his toe slightly toward its close. If he does both 
of these things, he may possibly exert some pres- 
sure through one hundred and eighty (180) degrees, 
or one-half of the circle {A to E), with each pedal. 
In this case there is a perceptible gain in every 



76 CYCLING. 

revolution over the case of only vertical pressure. 
This degree of proficiency is far more than most 
wheelmen exhibit, not because there is any serious 
difficulty in the way of acquiring much greater 
proficiency, but largely because they have never 
learned of the possibihties and advantages of 
anything else. 

It has now been shown that poor pedaling per- 
mits the efficient application of power through con- 
siderably less than one-half the revolution of each 
pedal, and that fair pedaling insures its application 
through possibly one-half. It follows that good 
pedaling will enable the rider to apply his power 
through one-half, or even a little more, of each 
revolution, and perfect pedaling to do so to even 
a still greater extent. 

The method of applying power properly has 
already been hinted at. As the pedal, in ascend- 
ing, passes the point / (see illustration) the heel is 
to be depressed as far as possible below the pedal, 
of course keeping the toe firmly in its position. 
This will enable the rider to apply his force early 
in the revolution, and also more nearly at right 
angles to the end of the crank, which is the direc- 
tion in which it is most effective. If the heel is 
w^ell depressed as soon as possible after passing the 
point /, it will be practicable to apply pressure to 
the pedal in a forward direction before the point A 
is reached. At first, the amount of pressure that 
can be applied back of the highest point of the 
stroke (behind the point A) will be very small, and 
the distance back of that point at which it can be 
applied will be insignificant ; but, with careful and 



CORRECT PEDALING. 



11 



persistent practice, the ankle will adapt itself to the 
motion, and the application of effective force to the 
pedal can be begun even as far back as the point 
/, which is twenty degrees back of the vertical. 

The illustration of the foot on pedal at beginning 
of stroke shows very plainly how the heel is to be 




BEGINNING OF STROKE. 



depressed as the crank comes over the highest 
point in the revolution, and gives a clear idea how 
the pedal can be actually pressed forward at a time 
when few riders begin to think of exerting any 
pressure at all. 

Bearing in mind that force is most effective when 
applied at right angles to the end of the crank, it is 
very important in pedaling to always apply the 
power as nearly as possible at this angle, and then 
to apply it through as great a portion of each revo- 
lution as possible. With vertical pressure, power is 



78 CYCLING. 

applied at right angles to the end of the crank only 
at the point C. If, however, the heel is dropped 
early in the stroke (say about the point /) some 
power can be applied as the point /is passed, and 
from A down to E it can be applied very nearly at 




MIDDLE OF STROKE. 

right angles. To do this properly, the heel must 
be slowly raised as the point A is passed and the 
crank begins its descent toward B, and it must 
continue to rise uniformly as the crank descends to 
C so that when that point is reached the heel will 
be nearly on the level of the toe. 

When the heel and toe are level at the middle of 
the stroke (point C), the power is being applied 
exactly at right angles to the end of the crank, and 
the work is easiest and most effective. 

Continuing thence to D the toe is to be depressed 
slightly below the level of the heel in order to con- 



CORRECT PEDALING. 79 

tinue the pressure at right angles, and from D to E 
to be depressed still more, and from E backward 
to be depressed as much as the ankle permits, in 
order to maintain a pressure as far back as possible. 
After considerable practice, it will be found prac- 
ticable to maintain some pressure past the point E, 




BOTTOM OF STROKE. 

even as far as E, which is twenty degrees back of 
the vertical. 

In reaching the bottom, or lowest point, of the 
stroke the heel will be much higher than the toe, 
and the toe will be pressing back vigorously as 
shown in the cut. As the pedal passes on and 
begins to rise from E past G and H the heel again 
drops to the level of the toe so that, as /is passed, 
it is ready to drop and again repeat its duties. 

It will be noticed at once that this process keeps 
heel and toe constantly changing their relative 
positions and allows them to be on a level, or at 
what may be called their most natural position, 



8o CYCLING. 

only on passing the points C and H, The duty of 
keeping them up to this work falls upon the ankle, 
so that on the perfection of ankle action depends 
effectiveness in pedaling. It is somewhat tiresome 
at first to keep the ankle at such continuous work ; 
but it soon becomes almost as natural as steering, 
though some attention should be constantly given 
to it, as continual improvement in it is practicable. 
The results attainable are worth much more than 
the trouble of learning — if trouble it is to seek to 
acquire skill in what one undertakes, and especially 
in a pastime in which pleasure and profit are 
directly dependent upon skill. 

By acquiring good ankle motion, instead of ex- 
erting pressure with each foot through only one 
hundred and fifty to one hundred and eighty de- 
grees, it becomes possible to apply power through 
two hundred to two hundred and twenty degrees, 
and it also applies the power more effectively 
throughout the whole distance. Before passing 
the dead center line AOE, the dropped heel 
allows power to be applied to the upper crank, in 
pushing it forward past that line, while the de- 
pressed toe of the other foot makes it possible to 
apply power to the lower crank in pushing it back- 
ward ; consequently, the dead center is practically 
annihilated. Scott, in his valuable work, tells how 
he measured the power he applied at the dead 
center point, and found thirty pounds apphed on 
each pedal. Thus, at the point where a rider with 
poor ankle action is exerting no effective pressure 
at all, the one with good action is doing important 
and effective work with both ankles. 



CORRECT PEDALING. 8 1 

The rubbers fitted to some pedals give a good 
hold for the foot, especially if rubber-soled shoes 
are worn, and with them satisfactory results may 
be obtained, if the directions here given regarding 
reach and ankle action are followed. 

Pedals having only steel side plates, however, are 
more generally used, as being lighter than rubber, 
and are very excellent ; but when these are used 
tlie rider should have shoes for cycling only, and 
have cut in the soles two rows of narrow slots to 
exactly fit over the steel points on the pedal sides. 
He can find the exact points at which to cut the 
slots by getting on his machine and pressing hard 
with each foot so that a row of marks is made on 
the soles, and then small, narrow holes should be 
cut by a sharp shoemaker's knife at these places. 
This is better and neater than putting on blocks 
or cleats. Further assistance can be had by means 
of toe clips, which fit over the front of the toe and 
prevent slipping, and enable some riders to con- 
tinue their pressure through a greater number of 
degrees than they otherwise could. 

It is better, however, to assiduously cultivate a 
good ankle action than to rely upon any unneces- 
sary aids. They are not always at hand, and their 
absence easily comes to cause discomfort. On 
the other hand, skill once acquired is always 
available, and in the long run is much more desir- 
able. For road riding, rubber or rat-trap pedals 
are all that can be desired, but for use on the race 
track toe clips are necessary, as they are a distinct 
aid when moving at a very high rate of speed. 




CHAPTER VI. 

SPEED AND GEARING. 

jHEN safety bicycles were first introduced 
it was a source of constant surprise to 
most observers that they would travel as 
rapidly as the machines with much larger 
wheels then in use. It is obvious that a large 
wheel goes farther at each revolution than a small 
one, and it was not easy to see how this advantage 
in favor of the larger wheel was to be overcome. 
Of course, a small wheel might possibly be pedaled 
twice as fast as a large wheel, double its size, and 
in that way be made to travel as fast as the large 
wheel ; but this method of increasing speed re- 
quired far too rapid leg action for comfort. It was 
necessary to be able to pedal at about the same 
rate as on a high wheel, or even somewhat less 
rapidly, and at the same time make the wheels of 
the safety revolve at least twice as fast as the 
pedals. If this were accomplished, the pedals 
and rider's feet would revolve at a comfortable 
rate of speed, while the wheels of the safety 
were revolving as much more rapidly as might be 
required or desired. 

The means adopted to accomplish this object 



SPEED AND GEARING. 83 

consist of two small wheels with toothed edges 
(called sprocket-wheels) connected by a chain, and 
this arrangement of sprocket-wheels and chain 
constitutes the " gearing " of the machine. One 
sprocket-wheel is attached to the crank axle, be- 
tween the cranks, and the other is attached to the 
hub of the rear wheel of the machine. 

It is obvious that the front sprocket (the one 
between the cranks) must revolve at exactly the 
same rate as the pedals and cranks to which it is 
attached. Suppose that the rear sprocket-wheel 
(the one on the hub of rear wheel) is of precisely 
the same size as the front one. The two are con- 
nected by the chain. Consequently, they revolve 
at the same rate, and the rear wheel rotates at the 
same rate as the pedals. When this is true — one 
revolution of pedals causing exactly one revolution 
of rear wheel — the machine \s geared level. 

But one revolution of a twenty-eight-inch wheel 
would propel the machine but a little over seven 
feet, and would require about seven hundred and 
twenty revolutions per mile, which would be far 
too many to make with comfort. This difficulty, 
however, can be overcome, and the number of 
pedal revolutions per mile greatly reduced, simply 
by making the two sprocket-wheels of different 
sizes. If the front sprocket is just twice as large 
as the rear one, every revolution of the front 
sprocket turns the rear sprocket and rear wheel 
around twice, and the rear wheel makes two 
revolutions for every single revolution of the 
pedals. It thus follows that while the rear wheel 
continues to make seven hundred and twenty 



84 CYCLING. 

revolutions per mile, the pedals make but three 
hundred and sixty revolutions. This making the 
two sprocket-wheels of different sizes, ao that the 
rear wheel revolves more rapidly than the pedals 
cqu'sASXmX.^s gearing up. 

Of course a twenty-eight- inch bicycle wheel 
must always make its seven hundred and twenty 
revolutions per mile, quite irrespective of the gear- 
ing of the machine ; but, as explained just above, 
the size of the front sprocket may be so increased 
that the number of revolutions per mile made by 
the feet are very much less than the number made 
by the rear wheel. If the number be reduced one- 
half, then the feet make but three hundred and 
sixty revolutions per mile, and this is just the 
number that are made by a fifty-six-inch wheel ; 
consequently, a wheel so geared would be geared 
up to fifty-six inches. 

The number of teeth on the sprocket-wheels 
bear a direct relation to the size of the driving- 
wheel, and each individual tooth bears its own 
relation to the size- of the driver. One full rev- 
olution of the rear sprocket causes a full revolution 
of the driving-wheel. If the rear sprocket has eight 
teeth, a full turn of the eight causes a full turn of 
the driver, and a turn of but one of them turns the 
driver but one-eighth of its way around. Conse- 
quently in this case each tooth represents an eighth 
of the size of the wheel, and one-eighth of twenty- 
eight is three and a half inches. In the same 
manner, if there are seven teeth on the driver, 
'^''ji tooth represents one-seventh of it, or four 
"> in gearing. 



SPEED AND GEARING. 85 

In order to find the gear of a machine, first 
count the number of teeth on the rear sprocket, 
and then find the value of a single tooth by divid- 
ing the number of teeth into the diameter of the 
wheel. Suppose each tooth has a value of four. 
Count the number of teeth on the front sprocket, 
and multiply them by four. If there are sixteen 
teeth in front the gear is sixty-four. 

It thus appears that with, say, seven teeth on the 
rear sprocket (each tooth then having a value of 
four inches), and seven teeth in front, the machine 
would be geared level — 7 front teeth X 4-inch value 
of tooth = 28-inch gear of wheel. For every tooth 
added to the front sprocket, four inches w^ould be 
added to the gearing, and fourteen teeth in front 
would make the gear fifty-six, or sixteen teeth 
would make it sixty-four. 

If D— Diameter of driving-wheel in inches ; 

T— Number of teeth on driving-wheel axle ; 

A— Number of teeth on crank axle ; 

G— Gearing. 
Then 

D 

~XA = G. 

Example: A machine has a twenty-eight-inch 
driver, seven teeth on driving axle, and sixteen 

teeth on crank axle. We then have — x 16 = 64, 

which is its gearing. 

As any number of combinations of teeth may 
be had on the two sprockets, any desired gear 
can be provided for. 



86 CYCLING. 

If it is now clear what gearing is, and how it is 
obtained, the remaining question is what effects it 
produces. 

In many respects gearing is Hke the steps taken 
in walking. On a low gear (up to 56) it is neces- 
sary to pedal quite rapidly in order to acquire a 
pleasurable speed. This has the same effect as 
trying to take very short steps and yet walk quite 
fast. It is wearisome, because short steps taken 
rapidly are really harder work than slightly longer 
ones taken more slowly. Even when walking 
slowly, a very short step becomes quite tiresome, 
and the only condition in w^hich it really offers 
much advantage is in going up hill ; and even 
then, if one is accustomed to a hilly country, it 
is not necessary to materially alter one's ordinary 
gait. 

It is much the same with a wheel. Low gears 
force the rider to keep his feet constantly in rapid 
motion, if he is going to maintain a fair riding 
gait, while higher gears reduce proportionately the 
number of revolutions that the feet need to make. 
The first safety bicycles were very heavy (fifty to 
sixty pounds), and a low gear on them was neces- 
sary on account of their weight. Then, too, makers 
had had no experience in gearing, and adopted 
gears that about corresponded with the sizes of the 
larger high wheels — fifty-four for full roadster 
safeties, fifty-six for light roadsters, and sixty for 
racers. But even these heavy safeties were an 
advance over the former high wheels, and with 
about the same gears they seemed comfortable and 
fast. 



SPEED AND GEARING. 87 

If a person does mucli walking, he soon finds 
that a moderately long step and a steady gait 
enable him to cover the largest amount of ground 
with the least fatigue. On the safety, as now 
lightened and improved, the same is true as regards 
gearing. A medium gear (58 to 63) reduces con- 
siderably the number of pedal revolutions to be 
made, and though each push requires slightly 
more power, this is actually more than offset in use 
by the increased comfort secured. 

No two persons are exactly alike, however, and 
it is highly important for each person to learn for 
himself, as far as may be, just the point where the 
comfort of the slower leg motion seems to be 
balanced by the added exertion called for by the 
higher gear. Such a point actually exists for every- 
one. In order to find it, it must be clearly under- 
stood that the slow pedal motion of high gears is 
in itself very desirable, for it means comfortable 
action and good speed ; also, that slower action 
means increase of necessary pressure and greater 
muscular exertion at every revolution, which means 
tiring more rapidly. The question resolves itself 
into this form — is it easier for me to pedal fairly 
fast, and not require very much exertion at each 
revolution of the pedals, or to pedal a little more 
slowly and do harder work each time } 

In seeking for an answer to this problem there 
are several points to be considered. First, the 
lighter the machine, the higher the gear that can be 
used. Second, the smoother and more level the 
roads, the higher may be the gear. Third, the 
shorter one's experience, the lower should be the 



oo CYCLING. 

gear. Fourth, the less one is accustomed to active 
outdoor exercise, the lower must be the gear. 
Fifth, the rougher or more hilly the roads, the 
lower the gear. Sixth, the light, nervous, active 
man can pedal rapidly and push a moderate 
gear, while a heavy, strong, or stolid person can 
better pedal more slowly, and so use a higher 
gear. 

Experience has shown just about how much 
range is necessary in gears in order to supply each 
person with what is best adapted to his needs. 
On light roadsters, between twenty-two and 
twenty-five pounds weight, the gears suitable for 
most men are 60, 63, and 64, and for women 56, 58, ^ 
and 60. On semi-racers and racers higher gears 
may be used, but there is a limit to the use of high 
gears which is not commonly understood or 
appreciated. 

It is evident that any man, no matter how strong, 
athletic, or experienced he may be, must find some- 
where a gear at which the advantages and disad- 
vantages offset each other, and which therefore is 
the highest gear he can ride to advantage. Experi- 
ence shows that the average rider on a light wheel 
can get most satisfaction with about a sixty gear 
in a rough or hilly district ; with a sixty-three or 
sixty-four where the roads are good or level, and a 
sixty-eight for racing. 

It is commonly supposed that a rider can im- 
prove his pace simply by adopting a high gear ; 
and, consequently, high gears are popular. This 
impression nearly always proves erroneous, and 
pace is not improved to anything like the extent 



SPEED AND GEARING. 89 

anticipated. A rider's pace depends on his gear 
to only a limited exteiit. Races are seldom won 
because gears are high. Success depends pri- 
marily on rapid pedaliiig, and a man must learn 
to pedal rapidly if he expects to ride fast or to win 
races. It is by no means enough to be able to hold 
a good hard pace from start to near the finish. 
Races are generally won in the last few yards, and 
to be successful then it is absolutely necessary to 
cultivate a good sprint and acquire the art of 
rapid pedaling. 

It is generally thought that high gears make a 
great saving in the number of pedal revolutions per 
mile, but this is an error, as will appear by consult- 
ing the following table. From it will be seen that 
in the lower gears (50 to 57) a difference of one 
inch in gear makes a difference of but seven revo- 
lutions per mile ; in the medium gears (58 to 63) a 
difference of one inch in gear makes a difference of 
but six revolutions per mile ; and in the high gears 
(above 63) a difference of one inch in gear makes a 
difference of under five revolutions per mile. It 
thus follows that as the high gears are entered, 
their advantages are relatively decreased, because 
the saving in revolutions is decreasing, while 
the exertion required to make each revolution is 
increasing. Every rider should try to learn just 
what gear meets his own needs best, irrespective 
of what gears any others may use, and if he 
is in doubt should take the lower gear, remember- 
ing that pedaling and not gearing will always 
win. 



90 CYCLING. 

Table of Feet per Revolution and Revolutions 
PER Mile. 

Feet per Revolutions 
Gear. Revolution. per Mile. 

50 inch 13-09 403-36 

51 " 13-35 395-50 

52 " 13.61 387.86 

53 " . • • 13-87 380.54 

54 " 14.14 373-48 

55 ** 14.40 366.66 

56 *' 14.66 360.16 

57 '* 14-92 353-83 

58 " 15-18 347-73 

59 " 15.44 341-83 

60 " 15.70 336.30 

61 " 15-97 330.62 

62 '* 16.23 325.32 

(>2i '* 16.49 320.19 

64 " 16.75 315-22 

65 '' 17.01 310.40 

^^ " 17-28 305-73 

^1 " 17-54 301.08 

68 " 17.80 296.63 

69 " 18.06 292.35 

70 " 18.32 288.04 

71 " , 18.59 284.02 

72 " 18.85 280.25 

73 " ., 19. II 276.29 

74 " 19-37 272.59 

75 " 19-63 269.00 

76 " * 19.89 265.46 

77 " 20.16 261.96 

78 " 20.42 258.57 

79 " 20.68 255.41 

80 " 20.94 252.14 

The following table will show at a glance what 
is the gear of any bicycle. All that it is necessary 

to do is to count the number of teeth on the two 
sprocket-wheels of a machine, and find the corre- 
sponding numbers in the left-hand columns ; then 



SPEED AND GEARING. 



91 



follow out the line to tlie column over which stands 
the size of your <^r/7//;/^-wheel, and there will be 
found the correct gear. 

Table of Gears. 



Teeth on 


The Gear when 


the Diameter of 


Chain-wheels. 




Driving- 


■wheel is 


Crank. 


Hub. 


24 


26 


28 


30 


16 


6 


64, 


69i 


74§ 


80 


16 


7 


54f 


59? 


64 


68f 


16 


8 


48 


52 


56 


60 


16 


9 


42S 


46i 


49I 


53§ 


16 


10 


38§ 


4xf 


44t 


48 


17 


6 


68 


735 


794 


85 


17 


7 


58f 


63^ 


68 


72f 


17 


8 


51 


55i 


59i 


6^1 


17 


9 


45* 


495 


52I 


56§ 


17 


10 


4of 


44^ 


47f 


51 


18 


6 


72 


78 


84 


90 


18 


7 


6xf 


661 


72 


77f 


18 


8 


54 


58i 


63 


67^ 


18 


9 


48 


52 


56 


60 


18 


10 


43^ 


46f 


5o§ 


54 


19 


6 


76 


824 


88S 


95 


19 


7 


65f 


7of 


76 


8if 


19 


8 


57 


6if 


66i 


7ii 


19 


9 


5of 


54l 


59¥ 


63* 


19 


10 


45f 


49f 


53¥ 


57 




CHAPTER VII. 

TRAINING. 

jjRAINING for any contest consists in pre- 
liminary preparation for it. This prepara- 
tion may be a brief one if time is short 
and the person already in good condition; 
but if the contest is of a kind new to the intending 
contestant, the preparation ought to be of some 
considerable duration. The poorer the physical 
condition of the person, the longer and more 
gradual ought the training to be. It must also be 
gentle and careful at the start, and refrain from 
subjecting the person to any hard work for which 
he is not prepared. The mild and scientific 
measures now adopted by competent trainers are 
a marked contrast to the harsh measures and 
severe treatment formerly considered necessary. 
This change has come about through better and 
more varied classes of men participating in athletic 
sports — men of good habits, and men incapable of 
bearing harsh treatment — and also through the sci- 
entific study of the principles and objects of training. 
Though training in its full sense requires a cer- 
tain amount of time and attention, as well as the 
observance of some definite rules, iht preliminary 
preparati07i which must precede it is a simple 
affair, and in fact is just what everyone desiring to 
have a sound body, capable of performing all its 



TRAINING. 93 

functions properly, ought to undertake. It involves 
little more than regular hours ; sufficient sleep to 
thoroughly recuperate mind and body ; good, whole- 
some food ; great moderation in the use of stimu- 
lants ; and regular, daily, brisk, outdoor exercise. 
Such system as this is so extremely modest that it 
is hardly worth the dignity of a name, and prob- 
ably would not receive one were not the conditions 
of modern life so complex and harassing that sim- 
ple and natural ways of living are almost unknown. 
Health is pretty generally subordinated to *' suc- 
cess " in life, and the physical condition is ignored 
until some difficulty has intrenched itself in the 
system. Adoption of the rational methods just 
mentioned as preliminary to real training would 
remedy this, and would put the system into condi- 
tion to enter vigorously and successfully into one's 
daily occupation. The following detailed direc- 
tions in regard to objects and methods of training 
are taken from the work on that subject by Cortis, 
who was a physician as well as a cyclist, and also 
a very successful racing man. What he says, there- 
fore, is entitled to double weight : 

** The object of training is twofold : (i) To 
produce perfect health, the Mens sana in corpore 
sano ; and (2) To develop special powers in indi- 
vidual organs ; and it is arrived at in two corre- 
sponding stages. 

*• In treating of the first of these stages it would 
not appear necessary to dilate at any great length, 
and yet it is the more important of the two, inas- 
much as without a firm basis it is impossible to 
raise a sound superstructure. Moreover, its ob- 



94 CYCLING. 

ject is common to everyone, and continues through- 
out Hfe, from its eadiest to its latest period. Its 
rules are simple, and may be summed up in the 
words ' Live well but temperately, and avoid sloth 
and self-indulgence.' 

" The young man should rise betimes, but not 
too early, say seven in summer and a little later in 
winter, according to the time required to get easily 
to his place of business. On getting out of bed 
his first proceeding should be to take his cold bath, 
and a quarter of an hour's exercise with the dumb- 
bells or Indian clubs. In summer the exercise 
should be taken first, so that the bath may remove 
its effects from the skin ; while in winter it should 
follow the bath so as to insure thorough reaction. 
Delicate youths — especially those with any tend- 
ency to consumption — may have to omit the bath 
in the depth of a cold winter, but as a rule, so long 
as reaction takes place, indicated by a warm, glow- 
ing sensation after the bath, it has done good. On 
the other hand, if the feeling of cold or shivering 
occur, there is danger of catching cold, and it 
should not be persisted in. Brisk rubbing dry with 
a rough towel follows, as - a matter of course. 
The club or bell exercise expands the chest, and 
strengthens and develops the lungs, which latter 
phrase the reader will please to remember signi- 
fies the means by which a * good wind ' is pro- 
duced. We much prefer this system to taking 
any very strong exercise before breakfast, which in 
most cases takes a lot out of a man,. and produces 
a feeling of fatigue lasting through the greater part 
of the day. Should our neophyte, however, be so 



' TRAINING. 9S 

fortunate as to live near the sea, or a river, or 
swimming baths, he can, during a large portion of 
the year, with advantage, take his morning exer- 
cise and bath together, a good swim replacing the 
cluLs or bells. We can imagine nothing better 
with which to commence the day than a swim of 
ten to fifteen minutes' duration, though at the 
same time we would most earnestly caution our 
readers that this length of time should never be 
exceeded by anyone training for racing. This, 
with a brisk walk of twenty minutes, will be quite 
sufficient ; but even this amount of exercise should 
not be taken absolutely fasting ; a crust of bread, 
or still better a plate of porridge made of rough 
oatmeal, with a cup of milk, should invariably be 
taken before leaving the house. Breakfast is to be 
taken about eight o'clock, and should be of a sub- 
stantial character, a chop or steak, or a piece of 
ham or bacon, with bread and a little butter, being 
eate7i — not bolted, but thoroughly masticated. A 
lightly boiled ^g'g may be taken occasionally, but 
not too often, as it undoubtedly tends, when too 
constantly repeated, to produce that form of indi- 
gestion termed * biliousness.' Potted meats and 
similar made and spice^d dishes should not be taken 
— not only are they indigestible, but the best part 
of their most nutrient principles has been removed 
in their preparation. Coffee with milk should be 
drank, as tea taken at this time of the day, and 
followed immediately by exercise, is apt to produce 
flatulence, sometimes to a painful extent. After 
breakfast we imagine that our friend will have to 
proceed to business. If this (business) does not 



96 CYCLING. 

of itself yield him sufficient walking exercise dur- 
ing the day, he will of course walk to and from his 
office instead of riding, proceeding at first in a 
sufficiently leisurely manner, as too active exercise 
immediately after food is hurtful. A substantial 
plain dinner should be taken in the middle of the 
day, about one o'clock. Beef and mutton will, of 
course, be the daily staple articles, combined with 
a proper amount of vegetables and bread, and pas- 
try or a small quantity of rice or other plain pud- 
ding. The dietary at this time may present con- 
siderable variety, although it must be confined to 
easily digested, nutritious articles, which are suffi- 
ciently numerous. Among meats we have game 
and poultry of all kinds, with fish. Some of these 
may be usefully intermingled with the beef or mut- 
ton, say twice or thrice a week. Veal, and espe- 
cially pork, must be most rigidly avoided, their ex- 
treme indigestibility having been proved by actual 
experiment. Oysters are the only kind of shell fish 
that can be permitted during strict training. Of 
vegetables, potatoes of course will be the chief; 
next comes \he. flowery part of freshly cut cauli- 
flower, and occasionally young carrots or asparagus 
when in season. Turnips should be avoided, and 
also cabbage, without it be young and freshly cut. 
With a little plain pudding or fruit tart, dinner will 
now be completed. Water must as yet be the only 
beverage ; but a few years later a single glass of 
bitter beer may be allowed. The meats must not 
be overcooked, but the vegetables should be 
thoroughly well done. It may here be pointed out 
that all the articles we have just mentioned have 



TRAINING. 9.7 

aheir several uses in the human economy. It is 
aot sufficient merely to supply the body with the 
couscle-making meats, but a proportion of starchy 
/fatter, chiefly bread and potato, is requisite to 
iihrnish fat, — a certain amount of which is neces- 
sary, — while articles containing carbon and hydro- 
gen, such as the vegetables generally, and the fat 
of meats, are required for consumption in the liver 
to enable that organ to assist the action of the 
lungs in maintaining the heat of the body. Tea, 
with bread and butter, and a little fish if desired, 
will be taken as soon as business is over, which we 
presume will be by six o'clock. 

" After tea comes the principal active exercise of 
the day, then a supper of cold meat and bread, and 
to bed soon after ten. This routine will be varied 
by additional active exercise on Saturday after- 
noons and other holidays. 

" In going through this regime, we have, as occa- 
sion occurred, indicated various matters to be 
avoided. There are, however, two of great impor- 
tance not yet mentioned. These are the use of 
stimulants and tobacco smoking. We have simply 
^o say of both that they are to be utterly avoided. 
* Touch not, taste not, handle not.' We object to 
the smallest quantity of either. 

** The object at which we have hitherto been aim- 
ing has been to bring the body with all its organs 
to a state of vigorous, robust health, and fit it for 
the endurance of active exercise and fatigue. Any 
man who, by the regimen we have recommended, 
or by means analogous thereto, has arrived at this 
point, is now in a position to commence the final 



gS CYCLING. 

Stage of training, or what many will consider iifti 
training proper, provided he has reached a suitab nii^ 
age and possesses no constitutional impediment ^n 
It would be folly for anyone with diseased heart Og/? 
lungs to attempt active training; the affected orgas./ 
would break down, and the result would probably 
be very disastrous. Anyone having the slightest 
doubt as to the perfect soundness of either of these 
organs should have their condition carefully ex- 
amined by a medical man, and be guided by his 
opinion. Again, no one should attempt active 
training till he has well completed his nineteenth 
year ; although the heart and lungs may be fairly 
healthy, the strain upon them may easily at an 
earlier age be more than they can bean 

*' Commencing as before with the general 
regimen and diet, these will continue much the 
same as in the first stage. The hours for rising, 
going to bed, and meals, will not require to be 
altered, nor have we anything to change in what 
was said about the morning bath and exercise. 
Even in the dietary, the only meal requiring any 
alteration is the dinner, and that very slight ; 
poultry or fish had perhaps better be intermingled 
with beef or mutton on rarer occasions. His 
drink at meal times will still be water, but the 
additional exercise and consequent perspiration will 
probably produce thirst ; sometimes indeed this 
is caused to an extent which is painful, especially 
as old-fashioned trainers sternly refuse to allow 
the smallest quantity of any liquid to be taken to 
quench it. This utter restriction is unnatural and 
absurd, although, on the other hand, it is certainly 



TRAINING. 99 

advisable to refrain from taking more liquid than is 
absolutely necessary. The best drink under these 
circumstances is cold tea, without milk or sugar. 
About this, there cannot be the slightest doubt ; 
every description of fluid has been tried, and noth- 
ing stands the test equal to this. Its actioji can be 
much assisted, and the quantity to be swallowed 
diminished, by merely rinsing the mouth and bath- 
ing the face and hands with cold water. 

"■ His exercise must now be taken as much as 
possible on his bicycle, and this machine should be 
of the same make and resemble as closely as pos- 
sible in height and build the one on which he 
intends racing ; especially is it important to hav6 
the throw of the crank exactly the sa7Jie in both 
roadster and racer, as the feet are thereby accus-^ 
tomed to work in the same circle, follow the treadle 
more accurately, and are much less likely to slip off 
the pedal when going at full speed. 

" Having procured his machines, he should com- 
mence riding not later than the middle of March, 
and with tolerable weather he will be in good con- 
dition for racing by May. He should take a short, 
sharp run each evening of the week, with a longer 
ride on Saturday afternoons, increasing these 
as his condition improves, so as to arrive home 
moderately tired, but by no means exhausted. He 
will then enjoy his supper, and drop into a sound 
and refreshing sleep as soon as his head touches 
the pillow, whereas exhaustion will deprive him of 
both appetite and sleep. During these runs he 
should occasionally indulge in sharp bursts on the 
level to improve his speed and up hills to improve 



100 CYCLING. 

his wind. In riding hills, however, he should 
always take care not to commence his sprint until 
he is certain that he can keep it up quite to the top, 
and a little over. As a matter of course, he will 
at first find himself blown comparatively soon, for 
he must remember that the first stage of training 
has given him endurance rather than speed, and 
has only moderately exercised his lungs. In 
increasing this exercise he must still adhere to 
moderation in the beginning, and not run himself 
out of wind, or till a fit of coughing is produced. 
We have often seen cases where this latter has 
been a most distressing symptom in the earlier 
stages of training when entered on too energetic- 
ally, and have ourselves experienced it. He will 
soon find himself able to take quicker and longer 
spurts, and that the feeling of being blown, when 
it comes on, more quickly subsides. After about 
six weeks of this road work he will be ready to com- 
plete his training by a little practice on the track. 
Here he must not be disappointed if, during the 
first two or three spins, he finds that he can neither 
make the pace so fast, nor keep it up so long as he 
expected ; but every day he will improve in both 
respects. 

"■ Beginning with short spurts of a quarter of a 
mile or less, and gradually increasing, he will in a 
fortnight or three weeks find himself able to do a 
mile in fairly good time ; these runs should be 
taken in the company of other, and if possible, 
better men. By this time he will probably wish to 
try his powers in a race, and as one mile is the 
most usual distance selected, we will take that as 



TRAINING. lOI 

a Standard from which to base our remarks, and 
he will find the following hints useful in assisting 
him to make the best of his capabilities. Let us 
for convenience' sake suppose that he can do a 
mile in 3 mins. 8 sees., which is an average of 47 sees, 
for each quarter. Most inexperienced novices 
would probably start off at topmost speed, and 
doing the first quarter in — say 45 sees., the next in 
46 sees., and the third in 48 sees., come home at a 
very slow pace in 49 sees, for the last quarter, feel- 
ing completely run out, and possibly disheartened 
in consequence; especially if he had a considerable 
lead in the early part of the race and had flattered 
himself with an almost certain win, only to be 
beaten in the home run and not able at the finish 
to make the semblance of a struggle for victory. 
Instead of this our friend should endeavor to 
regulate his speed, so that each quarter-mile should 
be a shade quicker than the one preceding it, when 
he will be able to keep a reserve of strength suffi- 
cient to enable him to make a gallant fight with, 
and possibly beat off any short-start men who may 
have caught him up. Of course, this is not a hard 
and fast rule to be blindly followed in every race, 
but it will be found a good plan to practice in 
training and to commence with ; and he may 
reasonably anticipate that every week will see him 
diminishing the time for each of the three earlier 
quarters. When he can, still adhering to this 
principle, accomplish the first quarter-mile in 
46 sees, the second and third each in 45, and the 
final in 44 or less, we may leave him to his own 
devices for m.aking further improvement at this 



102 CYCLING. 

distance. For longer distances he should act on 
the same principle, that is to say, commence with 
and keep up a steady regular pace, just within his 
powers, and endeavor to do each of the earlier 
miles as nearly as possible in the same time, mak- 
ing the last mile the fastest one in the race. In 
these longer races he will find the advantage of 
sticking just behind a man going about the same 
pace as himself. It is a singular fact, very well 
recognized but not easily accounted for, that this 
makes going infinitely easier, and saves a man im- 
mensely for the finish, while, on the contrary, hav- 
ing no one to take him makes the work much 
harder. He must take care that his front wheel is 
outside the hind wheel of the man in front, so that 
if the latter suddenly slows he may have room to 
turn out and avoid a collision. Many accidents 
have happened through neglecting this precaution. 
During the greater part of his first season it would 
be better to confine his attention to races not 
exceeding three or five miles in length. Frequent 
short races with constant, well-regulated practice 
will develop the powers to the utmost, give experi- 
ence, and improve the judgment of pace, etc., 
without running the risk of overtaxing the strength 
and producing staleness. 

** After every practice the rubbing dry with a 
rough towel is most essential, and between the 
heats of a race sufficient warm clothing must be 
worn to prevent a chill. It is good policy to do 
no active work on the day before the race, to avoid 
all possibility of arriving at the post in anything 
like a jaded condition. A few words as to the 



TRAINING. 103 

taking of food on the day of the race may be useful. 
The usual breakfast will of course be taken, but 
the mid-day meal should be timed to take place as 
near as may be two or three hours before the race. 
This will secure a double advantage : the stomach 
takes about two hours to perform its part in 
digesting a tolerably full meal, at the end of which 
time it has passed it along to the adjoining 
portion of the digestive apparatus. During these 
two hours the body is not in a fit condition for 
active exercise, but at this stage the nutrient prin- 
ciples of the digested food begin to be poured into 
the blood, to be by it conveyed to the various 
parts of the body to replace the waste of tissues 
constantly going on, and of course most actively 
during severe exercise. It will be readily under-^ 
stood that if the last food has been taken so long be- 
fore the race that its digestion is completed, nothing 
will be left to supply this waste, and the conse- 
quence will be exhaustion and loss of power. A 
fairly good meal should therefore be taken about 
two hours (not less) before commencing to race. 
.These remarks apply equally to practice. During 
an ordinary afternoon's racing of three or four 
heats, additional food will not be requisite ; or, if 
the contrary be experienced, it must only be taken 
in small quantities, as a meat sandwich before the 
last heat. Should the racing, however, be pro- 
longed, something more may be desirable, and the 
best form for this will be a fresh ^gg beaten up 
with a tablespoonful of brandy and a little water J 
but this must only be taken either immediately 
before the last heat, if there are several, or toward 



I04 CYCLING. 

the extreme finish of a race if it be a long one. 
The reason for this is that food taken in this form 
begins to be absorbed into the system immediately 
on entering the stomach, and at once produces its 
effect on the body. The immediate effect of the 
brandy is to revive and stimulate the exhausted 
powers, but this reviving effect only continues for 
a very short time, certainly less than half an hour, 
after which reaction takes place with a positive 
increase of exhaustion, corresponding to the pre- 
vious temporary revival. It too often happens 
that an attempt is made to relieve this exhaustion 
by again applying to the stimulant ; but it will 
be found that at each repetition the good effect 
rapidly diminishes, while the resulting exhaustion 
as rapidly increases. The reason, therefore, for 
taking only a single dose of the stimulant, and 
that within half an hour of the termination of the 
day's work, becomes self-evident. After a long 
race (25 or 50 miles), the rub-down should be 
more thoroughly performed, and a good but not 
too hearty meal should be taken, consisting of a 
good-sized mutton chop or corresponding piece of 
rump steak with bread, and half a pint of bitter 
beer, and then to bed. The result will probably be 
nine or ten hours' refreshing sleep, which, with the 
following morning's bath, will remove all trace of 
extra exertion. 

" Certain ideas more or less vague have been 
engendered in the public mind as to the dangers 
incurred by athletes from their exercises. We 
have sometimes seen in the journals accounts 
which would lead the reader to think that nearly 



TRAINING. 105 

everyone practicing these exercises must eventu- 
ally be brought to an early grave by disease, espe- 
cially of the heart. It will be seen that we have 
spoken of them as resulting, not from training, but 
from overexertion. As a matter of fact they 
usually result from want of training — at any rate 
oi judicious training — from rushing too quickly into 
violent exercise without proper preparation. A 
m.an may be fit enough for all ordinary purposes of 
calm and quiet life — his daily walk to the city, or an 
occasional run to catch a train— but yet the organs 
we have just described may be wholly unable to 
resist any extra strain. The fibers of the heart 
and vessels are comparatively soft, flabby, and 
easily dilated or ruptured ; the chest has never 
been properly expanded, and therefore cannot 
accommodate itself to the increased call upon the 
lungs, and allow them room for extra play. Now will 
be understood the importance of the directions in 
our earlier pages that ample time should be given 
to the process of training, and that it should pro- 
ceed slowly, especially in its early stages. It is 
evident that change from soft and more or less 
"tatty tissue into dense, firm, muscular fiber cannot 
take place in a day, nor yet can the chest be ex- 
panded in a similar space of time ; but give nature 
the opportunity and assistance we have indicated 
from the commencement, and it will be found that 
her powers are vast, and that she will seldom fail 
to so accommodate her organs to their extra work, 
as not only to deprive athletic exercises of their 
dangers, but make them actually subservient to 
increased health and longevity." 




CHAPTER VIII. 

CYCLING COSTUME. 

OR masculine riders it is universally 
agreed that a negligee costume of outing 
shirt or sweater, loose fitting coat, fairly- 
full knee breeches, long stockings, and 
low shoes is the only comfortable thing. The 
head gear may be according to taste. The old 
styles of tight fitting, braided garments have dis- 
appeared, and club uniforms are almost a thing 
of the past. Taste, neatness, and individuality, 
within the bounds of reason and suitability, are 
now sought after, and with most pleasing results. 
The colors selected are often the best, grays and 
browns in mixed goods predominating, and being 
by all odds the most suitable ones for the purpose 
in hand. 

For comfort, and for protection against cold, a 
light-weight sweater in summer and a heavy one in 
winter is far ahead of any other form of garment 
for steady riding. The writer was never very en- 
thusiastic over their appearance, and for years he 
tested every possible substitute, but finally satisfied 
himself from actual trial that the sweater is the 
safest and most healthful article to wear. A light 
or medium weight undershirt should be worn 
beneath it. 

io6 



CVCLING COSTUME. 107 

The coat should be a fairly loose sack, not too 
short, with rolling collar. The general tendency 
is to make them too short, and this should be 
guarded against. The knee breeches should be 
moderately full, and of ordinary size at the waist. 
A strap or belt may be worn, but should never be 
pulled very tight, or suspenders may be used if 
preferred. Below the knee the breeches may be 
fastened by a buckle, elastic, or strings ; this being 
entirely a matter of taste. 

Stockings of dark gray or some plaid look best 
in the long run ; black ones are more dressy, but 
show dust badly. Some persons can make them 
stay in place by folding over the tops, but generally 
a support is required, and supporters that run over 
the shoulders are the best. Any low shoes that 
are not too tight fitting will answer, but should 
have fairly heavy soles, and when rat-trap pedals 
are used, they should have indentations made to 
fit the pedal points. These are the main features 
that cannot well be departed from, but modifica- 
tions may be made to meet individual tastes. 

In dress for ladies, however, there is practically 
ho limit to the styles that may be adopted, now 
that *' rational " costumes are meeting with favor, 
and so large a number of designs are being 
brought forth and tested. 

It is entirely possible to make the ordinary skirt 
in such form that it will be free from all the objec- 
tions commonly urged against it, with the single 
exception of the resistance it presents to the wind. 
This is accomplished by making it of ordinary 
walking length, not too full, and of fairly heavy 



I08 CYCLING. 

material, even for summer use. The difficulties 
and dangers that have beset women's skirts have 
always been due to one or more of the following 
errors in construction, viz.: too great length ; too 




SKIRT OF WALKING LENGTH. 

much fullness, or too hght material. The writer's 
wife has established these facts pretty thoroughly 
in an experience of ten years, with all kinds of 
cycles. By conforming to the suggestions above 
made she has never met with an accident, while 



CYCLING COSTUAfE. 



109 



those who neglect them are frequently subjected 
to more or less serious difificulties. 

Next to the skirt of walking length is the short 
skirt that comes down to the tops of the boots. 




SHORT SKIRT. 



The material, as before, should be moderately- 
heavy, and not too full. Long leggings or gaiters, 
preferably to match the skirt, should be worn. 
For riders w^ho prefer to retain the ordinary skirts, 
this arrangement is hard to surpass. The advan- 



CYCLING. 



tage of this form, however, can be combined with 
that of ordinary walking length by making the 
skirt of walking length, and providing it with four 
straps, arranged to look like ornaments, and hang- 




SKIRT OVER KNICKERBOCKERS, 



ing at equal intervals from the waist. A short dis- 
tance below each strap is a button, to which it can 
be attached, and so shorten the dress about six 
inches. 

The skirt is also frequently worn with knicker- 



CYCLING COSTUME. 1 1 1 

bockers beneath it, which are made of the same ma- 
terial as the costume itself and must be carefully 
fitted and well cut. They should be full over the 
knee and gathered just below it with an elastic band. 
They are fastened at either side of the waist, and 
often have several gores over the hips. The black 
satin ones are fastened with a strap and buckle, and 
look very much like the satin and velvet knee 
breeches that used to be in fashion years ago for 
men's wear. 

Long leggings or gaiters are always worn with 
knickerbockers in bicycling. These leggings are 
very difficult to get well fitting. As yet, no one, 
bootmaker or tailor, has attained the acme of per- 
fection in them. Many of these are made of the 
same cloth as the knickerbockers and are buttoned 
to the band below the knee. When so well clothed 
there is less danger of catching cold and less dan- 
ger from falling than when many skirts are worn. 
Low shoes under the leggings are most comfort- 
able, but there must be no undue pressure about 
the ankles, for if one would ride properly it is there 
the greatest strain must come. Some women 
think they ride better without corsets, and certainly 
tight lacing is out of the question. But corsets 
quite short and not laced too tight do not interfere 
in the least with riding very comfortably, and are 
a decided improvement to almost every figure. 
The women who can go without corsets under 
any circumstances are women who from their 
youth up have never worn them, and to start off on . 
a long bicycle trip without them would be quite as 
injurious as to wear even too tight ones. Riding 



112 CYCLING. 

corsets are quite as good for bicycling as for horse- 
back, and can be bought at a comparatively trifling 
expense. 



DIVIDED SKIRT. 



A simple modification of the regular skirt is the 
divided skirt, which is practically an ordinary skirt 



CYCLING COSTUME. 



113 



cut part way up the center, front and back, and 
then so fastened that it hangs in the form and 
shape of a regular skirt, but in reality so divides as 
to faciHtate the movement of the rider's limbs. 
The reo:ular woman's skirt can be made safe 




BLOOMERS. 



and convenient for bicycle use in any of the ways 
just described, but there are two advantages that 
can be obtained by doing away with the skirt alto- 
gether. They are the reduction of wind resistance, 
and the saving of weight in the bicycle, owing to 



114 CYCLING. 

the practicability of using a diamond frame ma- 
chine. The gain in the first of these cases cannot, 
of course, be appreciated until one has actually 
removed the skirt and ridden without it ; in the 




KNICKERBOCKERS. 

second case, the advantage is less than formerly, 
because of the marked improvements lately made 
in ladies' drop frame machines, and the reduction 
in their weights, though they are still, of necessity, 
heavier than diamond frame machines. 



CYCLING COSTUME. 



115 



When the skirts are discarded entirely, the gar- 
ment which replaces them is made like exceedingly 




KNICKERBOCKERS. 



full and loose knickerbockers, held in place just 
below the knee, and falUng gracefully a short dis- 



ii6 



CYCLING. 



tance beyond over leggings or gaiters of the same 
material. They give a most excellent effect, v/hen 




PARISIENNE. 



properly fitted and tastefully made, and do not 
interfere in the least with feminine dignity and 
modesty. The advantages of bloomers are con- 



CYCLING COSTUME. 1 1? 

siderable : they offer less resistance than skirts to 
the wind ; there is more freedom in the use of the 
limbs ; there is nothing to catch in the machine in 
mounting-, dismounting, or in riding ; chain and 
wheel guards can be removed from the machine 
altogether, or a diamond frame wheel can be used 
if desired, or a drop frame can have its upper tube 
placed high enough to brace it more thoroughly. 

These styles of dress are neat, practical, tasteful, 
and can be modified or changed to meet almost 
any requirements. Some prefer to adopt knicker- 
bockers almost exactly like those worn by men, to 
be worn either with a waist or a sack coat. In 
France, and especially in Paris, the ladies wear 
knickerbockers, either with or without leggings, and 
very short skirts over them not reaching as far as 
the knee. Such dress must, of course, be exceed- 
ingly comfortable. 

The waists worn are many and various, and can 
be suited to the season and personal taste. 
Sweaters are exceedingly comfortable, and are the 
neatest and most suitable thing for long rides and 
touring, and with short jackets to wear over them 
are quite the thing. Heavy gloves are necessary, 
as light ones are of no use. 



CHAPTER IX. 

PRACTICAL POINTS. 

Abuse and Misuse.— 5<?<? Use and Abuse of 
Cycles. 

Accidents. — See Chapter on Accidents, and 
Their Prevention. 

Adjustability. — The earlier types of cycles 
generally possessed few and imperfect means of 
adjustment of the various parts ; but, as their lines 
and workmanship improved, satisfactory means of 
making adjustments became common. First-class 
bearings are now perfectly adjustable for wear. 
Good saddles can be adjusted for position, in 
order to secure the best angle. Chains can be 
adjusted in a moment to take up slack ; the posi- 
tion of footrests can be changed ; the head can be 
very delicately set, and handle-bars changed both 
in height and position. 

Advantages of Cycling. — These are, briefly, the 
enjoyment of perfect digestion and good health ; a 
fascinating and exhilarating pastime ; an exercise 
which tones up the system and tends to remove 
craving for stimulants ; and a practical, convenient, 
and easy mode of locomotion. See Chapter on 
Cycling for Health. 



PRACTICAL POINTS. II9 

Ankle Action.— 5^6' Chapter on CORRECT 
Pedaling. 

Anti-Vibration Cycles. — See Vibration. 

Back Pedaling. — This is one of the elementary 
accompHshments of a good rider, as explained in 
the chapter on Learning. It should be acquired in 
an early stage of one's experience ; not by waiting 
for emergencies to call for its exercise, but by 
deliberate practice until it is mastered. It can only 
become thoroughly effective when the reach is 
sufficiently short ; but, this being secured, the 
secret of power is in griping each pedal just as it 
comes around to its very lowest point, and in apply- 
ing the weight and power at that point. 

Ball Bearings.— These reducers of friction are 
applied to all the revolving parts of high-grade 
cycles. They usually consist of a single row of 
small steel balls running on hardened surfaces, in 
delicately adjusted bearing boxes. 

Ball Heads. — Ball-bearing heads were but little 
used on the old, high bicycles, but have been 
improved and are now universally used in safety 
bicycles. A properly adjusted ball head makes the 
steering more pleasant and even, and requires very 
little care and attention. 

Bath or Rub-down. — For a person in ordinary 
health, exercise is nearly always most beneficial 
when carried on until a moderate perspiration is 
induced ; and if one is in vigorous health, or accus- 



I20 CYCLING. 

tomed to exercise, a more profuse perspiration is 
desirable. In order to be comfortable when per- 
spiring freely, it is necessary to be dressed suitably 
for the work in hand, and to make a complete 
change of clothing when it is over. When the 
change is m.ade, the body should be cleansed of 
perspiration and of the impurities which have been 
brought out of the pores. If the exercise has been 
only of ordinary duration or severity, a thorough 
rub-down is all that is required. The body should 
be rubbed briskly with a rough towel, not only till 
thoroughly dry, but until a glow has been imparted 
to it, especially to the chest and arms. Then, on 
dressing leisurely, new exhilaration and increased 
tone will be felt throughout the system. If the 
ride has been unusually severe, a full bath, using 
soap, may be taken with advantage, and the body 
rubbed as before till a glow is induced. A sponge 
bath is of little, if any, more value than a good rub- 
down. Of course it is supposed that a regular, 
thorough bath, with good soap, is taken weekly in 
winter and semi-weekly in summer. 

Bearings. — The novice usually puts too much 
or too little oil in his bearings. A little at a time, 
tolerably often, is a pretty safe rule. Bearings 
should be watched and not allowed to get loose. 
When any very perceptible play appears in them, 
they should be adjusted ; but this must be done 
very cautiously, care being taken not to do any- 
thing more than take up the play. If a machine 
is used for several years, it is well to have a com- 
petent cycle repairer look it over, possibly once a 



PRACTICAL POINTS. 121 

season, in order that the bearings and other parts 
may be properly cleaned, adjusted, and cared for. 

Bells and Whistles. — In many places the law 
compels a cyclist to carry a bell or whistle, and to 
give warning on approaching a team from the 
rear. It is sometimes easier, better, and more 
effective to use one than to use the voice, and a 
bell or whistle should always be carried for use in 
case of need. 

Books and Records. — Various cycling *' logs," 
have been put on the market, and meet the de- 
mands of those who want especially prepared 
record books. Many cyclists, however, make no 
pretense of keeping a record, while some go by 
simple guess-work, or, as they are more apt to 
call it, " careful estimates/' and others simply 
glance at the reading of their cyclometer from 
time to time. For those, however, who want to 
keep daily records, and do not care for special 
"logs," a small, cheap diary costing anywhere 
from fifteen to fifty cents will answer every pur- 
pose, and will also contain a calendar, the dates 
of moonlight nights, and other handy facts. It 
is often pleasant to look back over the record and 
recall the pleasant experiences which come to 
mind on consulting the brief notes of a ride. 

Brakes. — Good brake power was formerly con- 
sidered essential to every cycle, and was usually 
well provided for, but within the past year or two 
the makers have practically given up fitting and 



122 CYCLING. 

supplying brakes, unless specially ordered This is 
due to two causes — the demand for extremely light 
wheels, which necessitates the removal of every 
ounce that can be removed, and the fact that 
nearly all brakes v^hen applied suddenly, or 
strongly, or on a steep hill, are pretty sure to 
injure pneumatic tires. Foot brakes, to attach to 
the front forks, and act upon the front tire, weigh 
but five or six ounces, but are liable to injure the 
tire. Then, too, on a very steep or rough hill, it 
is desirable to steady the wheel by back pedaling, 
and this can only be accomplished when a hand 
brake is used and both feet are on the pedals. A 
most excellent foot brake, and one little likely to 
injure the tire, clamps to the lower part of the 
frame, is easily operated by the foot, and is very 
effective. It acts on the rear wheel. Some riders 
use a foot as a brake, by pressing the sole of the 
shoe on the front tire immediately behind the front 
forks. This must be done carefully, and the toe 
not allowed to be drawn in under the fork crown. 
It is very effective. Whatever form of brake is 
used, apply it gradually, and keep the machine 
under control from the start. 

Brake-holder. — It is far harder on the hand 
than one who has not tried it would suppose to 
hold a brake tight while descending a long or 
steep hill, and the fingers and muscles will some- 
times be sore and stiff when the brake is released. 
Attempts to remedy this have sometimes been 
made, but machines have never been sent out 
with any brake-holder attachment. One can 



PRACTICAL POINTS. 123 

hardly be regarded as a necessity unless a great 
deal of hill riding is done. If, however, one is 
desired, it can be improvised by making an oval 
ring of stout wire, or metal, to hang on the handle- 
bar, which can be pulled along over the brake 
level on descending a hill, thus setting the brake 
as tightly as is wise or necessary. 

Breathing while Riding. — Some few persons 
have naturally what is called ** good wind," but 
the majority very easily get ** out of breath." In 
all kinds of exercises, the management of the 
breath is an important feature of success, and 
even of comfort. It is necessary to learn to 
breathe more deeply and rapidly than one does 
under ordinary circumstances. To many, this is 
difficult at first, because they are so entirely 
unaccustomed to it, and because they incline to 
breathe through the mouth, thus parching the 
throat and causing much discomfort. The ac- 
quirement of good wind, however, can be some- 
what facilitated by making a practice of breathing 
exclusively through the nose, and by taking deep 
breaths under ordinary circumstances. When the 
first fast spin on a cycle is taken, the impulse to 
open the mouth is very strong ; but it should be 
strenuously resisted, and the pace reduced to a 
speed at which it is possible to keep the lips closed. 
Careful practice will make it much easier to keep 
them closed, and will improve the wind materially. 

Bundle Carriers.— 5^^ Luggage Carriers. 



124 CYCLING. 

Care of Cycles. — It is an easy matter to take 
proper care of a machine, and requires but little 
time if a few minutes are given after a ride. The 
dust should first be brushed away from around the 
bearings, and then the other parts wiped off. The 
chain must be brushed clean, and cared for as de- 
scribed just below. If the machine is wet or 
muddy, it should be stood in a dry, warm place, 
and then it can be cleaned at leisure. A full nickel 
machine, if treated in this way, will not need much 
more care than an enameled one. The head, 
bearings, pedals, chain, and nuts should be felt of 
occasionally to see if any part is loose, and if one is, 
it should have prompt attention. It is well worth 
while to keep a machine carefully wiped off, as 
dust and mud, if allowed to accumulate, are pretty 
sure to work into some place where they do harm. 

Celluloid Goods. — American riders usually dress 
for comfort on the wheel, and sometimes go to the 
extreme of being actually untidy in appearance. 
Linen is generally, and wisely, eschewed ; but 
flannel can be made to appear as neat while being 
far more suitable. When the addition of a white 
collar and cuffs is desirable for purposes of extra 
dress, the best article to use is probably celluloid. 
The collar, cuffs, and shirt fronts made of it will 
not wilt down with perspiration ; they can be 
washed clean in a moment, and they last a long 
time. 

Chains on Cycles. — It is a fact generally known 
to wheelmen that there are certain running parts 



PRACTICAL POINTS. 1 25 

in a bicycle, called bearings, which require occa- 
sional lubrication in order that the machine may 
run well. These parts are supposed to be mainly 
the front and rear axle and crank axle ; but how to 
lubricate them to advantage, and how often it 
should be done, is usually considered in a rather 
hazy way, and is apt to be overdone or underdone. 
Some riders recognize that pedals also require 
lubrication, and others discover that it is impor- 
tant for the head as well. Here are six parts of a 
machine in which there are evidently bearing parts 
to be kept running smoothly, and on these six 
parts there are about fifteen points at which the oil 
may be advantageously applied. This is simple 
and clear, but there is a seventh part not quite so 
simple. 

A bicycle chain is composed of about fifty links 
which work on little pins to the number of about 
one hundred. In order that a chain may run 
smoothly over the two sprocket-wheels, it is neces- 
sary that the links should work freely on the pins 
at each joint ; for if they do not do so, the tighter 
links will creak as they pass around the sprockets, 
and the chain will tighten at times, snap, and run 
stiffly. 

Each one of these pins on which the links work 
constitutes a running part or bearing, and these 
bearings of the chain are not protected as are those 
in the machine. They are exposed to the dust, and 
they accummulate dirt rapidly. 

Bearing these facts in mind, it is clear that the 
chain of a bicycle is more directly responsible for 
the ease and comfort of the rider on one hand, or 



126 CYCLING. 

trouble and annoyance on the other, than almost 
any other portion of the machine. To run well, 
the bearings of the chain must be clean and well 
lubricated, and the outer parts of the links clean, 
dry, and free from dust. These conditions can be 
maintained if a little trouble is taken, and the good 
results will make riding doubly pleasant. 

Supposing a chain to be dirty and stiff, it should 
be removed from the wheel, dusted off, and then 
soaked for several hours in enough naphtha or 
kerosene to cover it. When removed from this 
bath, it should be wiped dry and all links worked 
backward and forward to make sure that they are 
perfectly pliable. It should then be given a similar 
bath in good lubricating oil, and each joint worked 
until it moves freely. Wipe it dry and replace on 
the wheel. Then take a stick of chain lubricant 
and rub the inner side of the chain with it, revolv- 
ing the wheel slowly. Enough of the lubricant 
will adhere to the links to make them move 
smoothly and quietly. It gives the kind and 
quantity of lubrication that the outer part of the 
links requires ; if it is clean and dry, it will not 
collect dust. On no account allow any moisture or 
grease on the outer portions of the links. Also 
remember that there is no one substance which is 
suitable for lubricating both the inside and outside 
of the links of a chain. Oil alone will answer for 
the inside, and a dry, clean, hard stick graphite for 
the outside. The cardinal principle of chain 
lubrication is to keep the i7iside of the links clean 
ajid moist, a7id the outside clea7i a7id dry. 

When a chain has been thoroughly treated in 



PRACTICAL POINTS. 127 

this way once, the oj)eration does not need repeti- 
tion for some time, unless the machine is used con- 
stantly on very dusty roads. For ordinary purposes 
it is sufficient to occasionally place a drop of oil 
near each end of all the pins of the links, where 
it will work in, and to dust the chain off every few 
days and rub it with the chain lubricant. A brush 
should always be at hand to be used for dusting 
the chain, and more attention should be given to 
it than to any other part of the machine. 

Chamois Leathers. — Some cyclists use these 
leathers for cleaning purposes. Those who do can 
clean them when they become soiled by washing 
them ; but if they rinse them out in clear water the 
leather will become hard and stiff. In order to have 
it remain soft, it is necessary to leave the soap in it. 

Choosing a Mount. — In selecting a machine it 
is necessary to consult one's purse ; to consider 
one's size and weight ; to bear in mind the prin- 
cipal uses to which it will be put, as well as the 
character of the roads on which it will be run, and 
finally to suit one's tastes as far as possible. 

As to cost, if one can afford to buy the highest 
grade it is perhaps just as well to do so at the out- 
set, for there is no necessity for injuring a machine 
while learning to ride, but one sometimes gets more 
satisfaction out of a new mount the second season, 
as well as knowing better what is wanted. If one 
is limited in the amount to be spent, the question 
always arises whether it is better to buy a second- 
hand hi(]^h-grade machine, or a new machine of 



128 CYCLING. 

lower grade. Of course, tastes differ in such 
matters, and a good deal depends upon the condi- 
tion of the second-hand wheel ; but if it is not of 
too old a model, and is really in first-ra.te condition, 
it is more desirable than a new machine of inferior 
quality. 

As to size and weight, a very heavy man should 
not choose a semi-racer, nor need a very light man 
push all the weight of a full roadster. For fast 
work, as road racing, a very light roadster is 
desirable ; but for ordinary purposes, unless the 
roads are very good, a medium-weight is decidedly 
to be preferred. Very light weight machines are 
not suited to ordinary road use, unless one is able 
to get a new one about every season ; a medium- 
weight machine will last longer, be more reliable, 
and run as easily under average all-round con- 
ditions. An over heavy machine is objectionable 
enough, but is apt to prove a more profitable invest- 
ment than an over light one. Even for racing pur- 
poses, the importance of selecting a thoroughly 
strong and rigid machine cannot be too strongly 
urged. 

Finally, it is well to satisfy one's fancy as to 
appearance and fittings on purchasing, if practi- 
cable, and not to be over-persuaded by anyone. 
To enjoy a wheel thoroughly, one should be able to 
take a pride in it, and he cannot do this if he dis- 
likes his mount in any way. 

Cleaning the Machine. — See Care of Cycles. 

Clubs. — Cycle clubs have everywhere followed 
the growth of wheeling and have accomplished 



PRACTICAL POIXTS. 1 29 

much good by means of organization. In cities, 
where they have been able to maintain good club 
houses and add social features, they have some- 
times proved very successful and permanent ; but 
when they have had no interest besides cycling, it 
has sometimes been found difficult to maintain an 
active organization for any length of time, for the 
interests which draw riders together when on the 
wheel seem to lose their efficacy when they are off 
it, especially after the first blush of enthusiasm has 
somewhat passed, Cycle clubs can be made enjoy- 
able associations and are beneficial to the pastime 
when well managed, and it is well for all wheelmen 
to make some effort to maintain them. 

Coasting. — Cycles, being vehicles and subject 
to the laws of the road, ought always to be kept 
well in hand, especially on steep hills. Through 
the courtesy of travelers on the road, objection is 
seldom made when a cycle travels at a higher 
speed than the law prescribes, or when one coasts 
moderately ; but few persons can complacently see 
a cycle rush coasting down at fifteen to twenty 
miles an hour, and partly out of the rider's control. 
If, for no other reason than the possibility of fright- 
ening some horse, no one ought to coast on a hill 
on which there are any vehicles, unless he runs 
slowly, with his machine well in hand. If the 
road is clear, he can perhaps do as he chooses. 
Coasting is usually done at considerable speed, and 
with the wheel under less complete control than 
when riding on a level. Wheelmen ought to have 
some consideration for other users of the road in 



I30 CYCLING. 

this matter, and not coast freely unless the road is 
clear. They should also remember that should 
they cause an accident while coasting, they would 
probably be held responsible for it, as they 
could not be if they were pedaling, with their 
wheels under complete control. For suggestions 
as to how to begin to coast see the chapter on 
Learning. 

Convertibility. — The term '* convertible " was 
formerly much used in connection with tricycles 
built to carry two persons, when the pedals, chain, 
saddle, and connecting parts, used by one of the 
riders, could be readily removed by loosening two or 
three nuts, and the machine then ridden as a single. 
Such arrangement was sometimes advantageous, 
especially for the purse, and was for a time quite 
popular ; but it had its disadvantages and, as a 
matter of fact, many persons who possessed conver- 
tible machines never thought of using them except 
in double form. To the majority, it was too dis- 
agreeable and annoying a task to remove and 
replace the detachable parts. Moreover, a machine 
built right for a single is neither properly balanced 
nor strong enough for a second seat and rider ; 
while one built of proper strength and balance for 
two persons is too awkward and heavy for one 
person, when the extra seat is removed. Except 
upon highly utilitarian grounds, convertible ma- 
chines cannot be considered equal, in complete 
adaptability to the needs of their users, to machines 
built to be ridden by a certain number only, and 
by no other number. 



PRACTICAL POIXTS. 13I 

Crank-throw. — Some marked changes in public 
opinion regarding crank-throw have taken place. 
The character of racing machines at one time had 
so much weight with cyclists that roadsters were 
equipped very much like them, and among other 
features were fitted with very short cranks. Then, 
too, it was argued that the shorter the throw the 
less the distance the foot had to travel. A throw 
of less than five inches was not uncommon ; and 
fiv^e, or five and a quarter, was considered quite 
long. After a time the mechanical advantage of a 
longer throw, even on racers, began to be recog- 
nized, and five and a half to six inch cranks were 
fitted. 

A great impulse to the general adoption of lon- 
ger cranks was given when the safety was intro- 
duced. Its appearance was hailed as the advent 
of a machine on which a combination of very high 
gear and very long cranks would produce w^onder- 
ful results. But when it was found that long 
enough cranks could not be used to compensate 
for the phenomenal gears that were proposed, and 
supposed by some to be practicable, more reason- 
able gears were adopted, but the cranks were 
allowed to remain long. One result of this is that 
the average length of crank now is nearly an inch 
greater than formerly. The additional leverage 
gained by the use of long cranks is an important 
factor in getting a machine to run easily. 

The actual length of crank-throw desirable is 
now pretty generally agreed on, six and one half 
inches being about right for light wheels, and a 
quarter inch shorter for track use, and a quarter 



132 CYCLING, 

longer for road use if desired. For ladies' wheels 
with moderate gears, six to six and a quarter is 
about right, though a six and a half may be used 
with a high gear or by a tall rider. 

Cyclists* Touring Club. — An English organ- 
ization having over twenty thousand members, in- 
cluding small foreign branches. An initiation fee 
of one shilling, and annual dues of two shillings and 
sixpence, gives each member a monthly Gazette^ 
reduced hotel rates almost everywhere in Great 
Britain, and introduction to a local consul at nearly 
every cycling town. The club has also done much 
to secure reduced railroad rates for cycles ; to erect 
sign-boards ; and to further road improvement. 

Cycling for Women. — See Chapter on Cycling 
FOR Health, also Appendix. 

Cyclometers. — A register for recording the dis- 
tance traveled is an agreeable companion on a 
cycle, especially on new roads and on tours. There 
is considerable satisfaction in being able to tell 
how far one has gone, or what is the rate of speed, 
and its use makes it possible to keep an accurate 
record, which is not possible in any other way. The 
most satisfactory cyclometers are those which face 
upward on the left end of the front axle. They 
can easily be read while the wheel is in miotion, 
which is a decided advantage. In purchasing a 
cyclometer, of course the first consideration is to 
procure a perfectly accurate one and, to secure this, 
one should be obtained having absolutely positive 



PRACTICAL POINTS. 133 

action — that is, it must be so fitted and its parts 
so arranged that the revokition of the wheel im- 
parts a corresponding action to its works, the mo- 
tion thus being faster or slower as the revolution of 
the wheel is fast or slow, but always connected 
with the wheel's revolution, and corresponding ex- 
actly with it, and not depending upon an occasional 
motion to move its works. 

Diet. — It is a happy fact that when one is riding 
regularly, though the rides be never so short, the 
stomach can digest practically everything, though 
the rider had before been a confirmed dyspeptic. 
This is considered more fully in the chapter on 
Cycling for Health. When one is doing only ordi- 
nary riding, the customary diet can betaken freely. 
If preparing for racing, some modifications should 
be made, for which see chapter on Training. 

Distances. — For measuring distances see Cy- 
clometers, and for distances see Rides, Length 

OF. 

Double Machines.— 5^^ Sociables, Tandems, 
Triplets, and Quadruplets. 

Dress for Cycling. — See Chapter on CYCLING 
Costume. 

Drink while Riding. — A good many wheelmen 
are disposed to drink very frequently during rides 
in warm weather ; but even water, which is the 
ordinary drink, can easily be used to excess in such 
cases ; though, if one perspires freely, some liquid is 
particularly necessary. Exercise, during its continu- 



134 CYCLING. 

ance, and after its cessation, causes a sensation of 
thirst. Frequent drinking, however, soon becomes 
a habit, but neither a satisfactory nor advantageous 
one. The constantly recurring sensation of desiring 
to drink makes one uncomfortable, while too fre- 
quent gratification of the desire is bad for the system. 
One can and should cultivate moderation in this 
respect. Water, of course, is most available and 
generally answers ; but if one is much parched 
some simple thing like ginger ale, lime juice and 
soda, acid phosphate and soda, or milk, will better 
quench the thirst. For exhaustion, an ^^g beaten 
up in milk is m.ore nourishing. Nothing alcoholic 
should ever be taken during a ride, and only in 
great moderation after it is over. 

Enamel.— This form of japan, now generally 
used as the standard finish for first-class cycles, is 
deservedly popular. It is pleasant to the eye, is 
easily cleaned, and wears well if it has been 
properly put on. Its application requires heat and 
special appliances. For purposes of retouching, 
however, small bottles of excellent liquid enamel 
can be procured from any cycle dealer. 

Fads. — The fads that have had their run among 
wheelmen at different times have touched nearly 
every feature of the sport, and have had something 
to do with many details of the construction of the 
machine, with the rider's position on it, and even 
with his dress itself. The two fads that have been 
prominent of late relate to the position of the saddle 
and the leno^th of the handle-bars. Two or three 



PRACTICAL POINTS. 135 

years since, every rider was busily engaged in 
moving back his saddle as far as he could possibly 
get it, until an absurd extreme was reached. 
Then the reaction set in, and in 1894 the other ex- 
treme was reached and saddles were in many cases 
set nmch too far forward. The best results are 
reached with the center of saddle about seven 
inches behind the crank hanger. So with handle- 
bars. In 1890 a not unusual width was twenty- 
eight inches. Since then it has been reduced, so 
that racing bars in 1894 were sometimes but four- 
teen inches wide. For racing, al^out sixeen inches 
is a good width, and for road riding from eighteen 
to twenty. 

Food,— 'See Diet. 

Gearing. — See Two-Speed Gears, also Chap- 
ter on Speed and Gearing. 

Handle-bars. — The most desirable lengths for 
handle-bars have been alluded to immediately 
above. In shape, they may be raised, level, or 
dropped, and any one of these forms may be per- 
fectly plain, or may have either a single or double 
curve introduced. In any case, the ends should 
be made to come straight back, and be nearly 
parallel with the upper tube of the frame. 

Handles. — The handles or grips on the ends of 
a handle-bar have, at different times, been made 
of many different substances, viz. : common woods, 
ebony, horn, ivory, vulcanite, rubber, cork and rub- 
ber, and cork, the last named being now almost 



136 CYCLING. 

universally used, and being the lightest and pleas- 
antest substance ever tried for the purpose. 

Hill Climbing. — There are comparatively few 
good hill climbers. It is mainly due to the fact 
that hills are generally avoided or, when ridden, 
ridden at so slow a speed that no improvement is 
made in power to climb them, or to the use 
of too high a gear. On the old high wheels 
there was a distinct knack about hill climbing; 
but, on the safety, any man can learn to do well, 
if he will practice it and his machine is right. 
The last is a very important consideration, for 
bicycles vary very widely in this respect, and some 
makes are vastly inferior to others. Hill climbing 
is perhaps the severest test to which a light 
machine can be put, and a fine hill climber is cer- 
tain to be a desirable machine, while a good 
coaster may or may not be, for sometimes very 
inferior machines coast fairly well. To climb hills 
well, the bearings must be true and perfect, and 
the frame so perfectly rigid that there is nowhere 
any yielding or loss of power. This is a rare 
combination, and marks the highest type of bicycle. 

The first requisite toward acquiring this power 
is practice, and not only frequently at one hill, 
but at different hills, and at different rates of 
speed. At first, take an easy rise slowly, and 
with as even a gait as possible, endeavoring to 
reach the summit at the rate adopted at the start. 
If, when near the top, there is energy in reserve, a 
slight spurt to the brow of the hill can advan- 
tageously be made, and when the brow is reached 



PRACTICAL POINTS. 137 

tlie speed sliould be gradually reduced and the 
wind regained while still pedaling. By degrees, 
the average speed in climbing should be quickened, 
but the start ought never to be at a faster gait 
than can be certainly maintained all the way to 
the top, it being much better for the rider, and 
easier in the end, to increase his speed as he nears 
the summit and end with a good spurt. It is a 
curious fact that a hard spurt on beginning to 
ascend a hill, followed by a moderate gait to the 
summit, will make one feel pumped out and ex- 
hausted, while a moderate gait three-quarters of 
the way up, followed by a hard spurt, will not be 
half so wearisome. The former method disgusts 
one with hill climbing, while the latter enables one 
to enjoy it. 

It is a httle hard at first to climb a hill at any 
speed, but one can improve with practice, and be 
also much improved on the level by it. By de- 
grees stiffer grades can be attempted, but of 
.course at a slower gait. Practice at a slow gait 
is also very valuable. In ascending and descend- 
ing hills the question of leg reach is an exceedingly 
important one, because it is impossible to apply all 
one's power unless the ball of the foot firmly grips 
the pedal when it is at its lowest point ; for when 
the toe barely reaches the pedal perfect ankle 
action is impossible, and without good ankle action 
a considerable portion of one's power is wasted. 
Practice in acquiring good ankle action is very im- 
portant for hill climbing. Even pedaling should 
also be learned, and care taken not to apply the 
power by jerks at the beginning of each stroke — a 



138 CYCLING. 

fault peculiarly common when the reach is too 
long — but rather to apply it evenly and firmly 
throughout the stroke. A position fairly over 
the work is the most advantageous, and with a 
proper reach and suitable handle-bars, the greatest 
power can be applied while sitting nearly erect. 

Hiring Wheels.— 5(?<? Renting. 

Home Trainers. — The term *' home trainer " is 
sometimes applied to a stand on which a bicycle 
can be placed and held firmly in position, so that 
the rider can mount and practice pedaling while 
remaining stationary, the driving-v^heel being al- 
lowed to revolve by the use of rollers. A home 
trainer proper, however, is practically a stationary 
bicycle of itself. A style much used has a metal 
base which carries an upright tube. In this tube 
slides a stout rod which carries the handle-bar, and 
a short backbone with a saddle. The saddle is 
adjustable in position, and the vertical rod to 
which the backbone is attached is adjustable for 
height. Near the base are two large revolving 
metal disks, to which the pedals are attached. By 
means of a simple brake the resistance can be 
indefinitely increased. 

The use of the home trainer gives the best sort 
of indoor exercise, as it affords the same pedal 
motion which is characteristic of cycling, and 
which is so remarkably beneficial w^th it, and be- 
cause, like cycling, it is equally suited to every 
degree and condition of strength, as it can be 
taken in every stage from the most charming 
moderation to the utmost severity ; while every 



PRACTICAL POINTS. 139 

form of exercise, other than cyclin<^, reciuires from 
the start a certain pronounced effort or violence of 
exertion. 

If the home trainer is used without the brake, 
rapidity of motion (see portion of first chapter re- 
garding exercises of speed) can take the place of the 
resistance one meets on the road. For beneficial 
practice, one should pedal nearly twice as fast as he 
ordinarily rides, and of course he can pedal much 
faster for short distances. If one rides eight miles 
an hour he ought to pedal that distance in about 
half an hour on a home trainer. That amount 
done daily will keep one in excellent condition. 
For training purposes, a faster gait is required. 
The earlier home trainers were arranged to run 
equal to a fifty-four-inch gear, but later ones are 
sometimes geared as high as ninety, so it is impos- 
sible to make comparisons without knowing the 
exact gear in all cases. 

Hotel Rates. — In most States the division officers 
appoint what is called a League Hotel in each town 
and city. Cyclists are recommended to patronize 
these houses which, in return, occasionally make 
some reduction from their regular rates. To secure 
this reduction, the current League membership 
ticket must be shown. As, in some cases, the 
reduced rate is (not wholly unnaturally perhaps) 
accom.panied by somewhat poorer accommodations 
than usual, it is sometimes just as well not to show 
the League ticket until settling one's bill. 

Interchangeability. — This is the system of mak- 
ing the parts of cycles by the same dies and cutters 



I40 CYCLING. 

and finished to the same gauges. When this is 
done, a broken part can be at once replaced, and 
will fit without alteration. American makers 
were the first to work upon this basis, and many 
foreign makers have by degrees adopted it. When 
parts of machines made in this way are kept 
in stock by dealers, it is comparatively easy and 
inexpensive to replace any part that is accidentally 
broken. 

Lady Cyclists. — Now that the public are gradu- 
ally realizing that one of their greatest needs is 
gentle and pleasurable open-air exercise, they are 
learning that women require it even more than 
men ; and still farther, that cycling exactly meets 
all the requirements of the case for both sexes. If 
such a thing were possible, it is even better adapted 
to women and more beneficial to them than to 
men, for there is no other exercise whatever that 
is so gentle ; so harmonious in its action ; so 
pleasurably stimulating in its effects ; so bracing 
in its character ; so entirely free from violence or 
strain upon any part, when taken rationally ; so 
accessible ; so safe ; so practical ; so inexpensive ; 
and in such good taste, as cycling. Every physi- 
cian who has made himself familiar with the advan- 
tages of this particular form of exercise highly 
recommends it, and those who have learned prac- 
tically what it does for the system are the most 
pronounced in favoring it for women. What it can 
do for them is testified to by those who never knew 
what good health was until they learned to cycle. 
See Chapter on Cycling for Health. 



PRACTICAL POINTS. 14 1 

Lamps. — A lighted lamp should always be carried 
after dark, not only for the rider's g-uidance, but as 
a warning to those traveling on the road. In most 
towns of any size it is obligatory by law. To 
secure a good light, the lamp must be of fair size, 
its wick kept well trimmed, and the reflector clean. 
If these things are done, and proper oil is used, 
good results will be obtained. The most important 
feature of all is the oil, that specially prepared for 
bicycles being the only kind satisfactory to use. 

Law of the Road.— 5<?^ Rights of Cyclists. 

League of American Wheelmen. — This is the 
national union of the cyclists of the United States. 
It was organized at Newport, R. I., on May 31, 
1880, and numbers nearly thirty thousand members. 
Its objects, and the advantages of membership in 
it, are officially stated as follows : 

" The League of American Wheelmen is an 
organization to promote the general interests of 
cycling ; to ascertain, defend, and protect the rights 
of wheelmen ; to facilitate touring, and to secure 
improvement in the condition of the public roads 
and highways. 

** The L. A. W., as a national organization, 
includes all State Divisions, which bear relations to 
the national government very similar to those 
between State and Nation in the political world. 
The States not yet possessed of sufficient member- 
ship (twenty-five) to organize a separate division are 
governed directly from headquarters, as are the 
Territories, by the nation, politically considered. 



142 CYCLING. 

*' The claims advanced by the L. A. W. upon 
your patronage are of two kinds, abstract and con- 
crete. In the abstract, it is your duty to yourself 
and to your fellows to so place yourself that mutual 
assistance may be obtained in the easiest manner, 
and that you may not reap the harvest of your com- 
rades' disinterested labor without contributing to 
its support. Many have said : "• I can avail myself 
of all the advantages accruing to cycling which 
have been obtained by the League, and need not 
pay my dollar to join the organization.' It is very 
true that a few privileges obtained by the League 
are granted to all w^heelmen, irrespective of their 
membership in the League, but very many more 
are obtained only by showing the League member- 
ship ticket. 

*' In the concrete, there are offered to wheelmen 
advantages as follows : 

** Every member receives a weekly newspaper 
{The L. A, W. Btdletin), which contains all the 
cycling news of the day, together with hints, 
suggestions, etc., to riders, descriptions of new 
machines, and correspondence from all parts of 
the country. This paper has always commanded 
a yearly subscription price of one dollar. 

" Every member receives a membership ticket, 
which is a sufficient introduction to any local 
officer (consul) of the L. A. W., and voucher for 
the right to reduced rates in the many hotels with 
which the League has a contract. 

** Every member acquires the right to legal pro- 
tection by his State Division ; or, especially if 
involving a national issue, by the main organiza- 



PRACTICAL POINTS. 143 

tion. Tliis right is by no means an empty one, for 
the history of the League attests the activity of 
interests averse to our recreation, and the danger 
of touring without this offered backing. 

" Every member is given every facility for obtain- 
ing information concerning roads, hotels, and dis- 
tances. A number of the Divisions, notably New 
York, Connecticut, Massachusetts, Ohio, Pennsyl- 
vania, Maryland, Rhode Island, New Jersey, Cali- 
fornia, Michigan, and Indiana, have issued road- 
books, which are given to members free of expense. 
Many of these could not be purchased for three 
dollars if the labor upon them had been paid a 
reasonable price. 

" The League has made it possible for a cycler 
to ride the wheel on any street or highway in the 
United States. 

" The League has upon its roll of membership 
more than twenty thousand wheelmen, and the 
fraternal benefit is extremely valuable. The 
National Meet and the various State Meets draw^ 
the members together in friendly intercourse, and 
are the source of much pleasure and enjoyment. 

*' The League has an arrangement with the lead- 
ing hotel in every city and town in America, and 
members can procure liberal discounts by showing 
ticket of membership. More than the League dues 
may be saved in a single day. 

" The League has adopted a uniform, made of the 
best selected stock. This is furnished to members 
at a very moderate price by the contractors. 

"Among the practical work done by the League 
may be mentioned the prosecution of very many 



144 CYCLING. 

cases ill which the rights of wheelmen were sought 
to be invaded. The passage of the so-called 
* Liberty Bill,' by the New York Legislature, is a 
case in point. This was framed and pushed 
through by officers of the L. A. W. This measure, 
in brief, provides that no laws or local restrictions 
shall be enacted against the use of the wheel in 
the State of New York, that are not equally appH- 
cable to vehicles drawn by horses. New York 
wheelmen reaped the advantages accruing to an 
extent not anticipated. Central Park was imme- 
diately opened. The highways of the State were 
made pleasant to ride on, because farmers and 
other drivers knew that the Legislature had made 
wheelmen their equals. Other States have been 
worked by wheelmen, and bills of a like nature 
have been passed. 

" The moral force of numbers is incalculable. 
It is a comparatively easy matter to get justice 
when twenty thousand men ask it. In this age the 
effort of the individual counts for less and less, and 
the concerted efforts of many for more and more. 
Often when the public, or even local boards and 
councils, take little notice of one rider or of a club 
of several, they can see the national organization 
extending into their legal and political neighbor- 
hoods without glasses. Even one wheelman with 
the League ready organized to back him is, if not 
a majority, at least a minority of sufficient con- 
sequence to be respected. The presence even of 
this body of thousands, combined and officered for 
the purpose of securing rights, has been found very 
potent by those who have been in positions practi- 



PRACTICAL POINTS. 145 

cally to know. Every cycler should add his name 
and give us numbers that will command respect in 
the courts and in legislative halls. 

" Before the formation of the League the authori- 
ties of Boston, Providence, Hartford, and Brooklyn 
had in turn denied bicyclers the rights of the streets ; 
and they had been brought to recede from posi- 
tions not tenable in law or justice. But the result 
in the first only of these cities was brought about 
by local influences ; in the other three cities the 
freedom of the streets was gained with the aid of 
more or less concerted general aid of wheelmen. 

'* The League exercises a healthy supervision of 
racing on the wheel, and provides a code of rules 
for the best government of this branch of the sport. 
Through the influence of the League, amateur 
cycle racing has been kept above the level of the 
contests held in kindred sports. 

** The crying need of the hour is for better roads. 
To obtain reform in this direction is one of the 
objects of the League. Already much work has 
been done, but there is very much yet to be accom- 
plished. Plans are on foot for the systematic 
pursuit of this object, and a strong movement 
is being made all along the line. We need the co- 
operation of every cycler in this laudable under- 
taking. In this work the horseman will join hands 
with us, but cyclers will take the lead. It is pro- 
posed, not only to show townships the advantage 
of good highways, but to compel them to build and 
maintain the very best. Let every wheelman put 
his shoulder to the wheel. If the League can have 
fifty thousand members it can do better work. 



146 CYCLING. 

" League workers in several States, notably 
Massachusetts, New York, and Rhode Island, have 
secured the passage of laws requiring townships 
to erect guide-boards at cross-roads and forks. 

" The League invites every amateur cycler in 
America to join its ranks ; but he is doubly welcome 
who contributes his work and his influence, as well 
as his dollar, to the cause. There are advantages 
to be had in membership ; but he who says, * What 
can I do for the cause }' is a more valuable man to 
cycling than he who says, * What am I going to 
get for my dollar ? ' 

Learning to Ride. — See Chapter 07i Learning. 

Legal Rights of Cyclists.— (5^<? also Rights 
OF Cyclists on the Road.) A cycle is a car- 
riage and has the same rights and privileges to the 
use of the road that other species of carriages 
have. It has no right whatever to the use of side- 
walks or side paths, and if a rider is ever forced 
upon them by an unrideable piece of road, he 
should exercise the utmost caution not to offend 
pedestrians, and should courteously request space 
when necessary to pass anyone. If forced to use 
a path, one should never noisily warn off pedes- 
trians by use of bell or whistle, but should ride 
slowly, and politely ask for right of way. On the 
road the cyclist should remember that he has a 
light, easy-going steed, and should not attempt to 
force every vehicle, especially heavy ones, out of 
their tracks, if he can safely find room to pass 
them. When he has not room, a polite request 



PRACTICAL POINTS. 147 

will secure the needed space far more easily than a 
whistle blast. Whistles are often valuable for 
warning ; but, when practicable, it is better to use 
the voice. It is highly desirable, too, that wheel- 
men should observe the usual rules of the road, 
and not neglect them, as so many are tempted to 
do, because they require so little room that it is 
quite as easy to pass on the wrong side as on the 
right one. 

Lending Machines. — Never do it. 

Light Machines. — See Weight of Cycles. 

Lubricants.— 5^'^ Chains on Cycles, and 
Oil. 

Luggage Carriers. — Light skeleton frames, 
fitted to attach to cycles to carry baggage, can 
be procured from cycle dealers. They may be 
attached to the handle-bar, steering-post, or frame. 
Light leather or aluminum cases can also be ob- 
tained to fit in the frame, and will carry sufficient 
articles for a short tour. 

Maps.— 5^^ Road Books. 

Mounting. — The ordinary methods are by the 
step, pedal, and curb, and are described and illus- 
trated in the chapters on Learning and Riding. 

National Cyclists* Union. — An English organi- 
zation resembling the League of American Wheel- 
men, organized to promote cycling interests 
generally. 

The N. C. U. also gives legal assistance to cy- 



148 CYCLING. 

clists when necessary, and puts up danger boards 
on unsafe hills. The annual dues are five shil- 
lings. 

Oil, Oil-can, Oiling. — Good oil for lubricating 
purposes should be entirely mineral, if the best re- 
sults are to be obtained. For illuminating pur- 
poses, it is necessary to obtain an oil which does 
not smoke, crust the v^^ick, or jar out, if night rid- 
ing is to be pleasant. 

For oiling purposes, a small, well-filled oiler 
should be carried in the tool bag, and a larger, 
common oil-can should be kept standing in the 
wheel house for convenience of use. It is not 
necessary to oil very freely. If any runs out it 
should be carefully wiped off. It is commonly said 
that one oiling every hundred miles is sufficient. 
Distance alone, however, is not a perfectly safe 
guide, as a machine may stand idle for long 
periods between rides and the oil work out. A 
few drops tolerably frequently is perhaps the 
safest method. 

Pacing. — A rider paces another when he rides 
immediately in front of him, picks out the best 
course, breaks the wind resistance, and maintains 
a steady pace for the other to follow. The one 
behind is relieved of considerable nervous strain, 
meets less wind resistance, and is able to ride 
faster, and keep the gait up longer, when he is 
paced. Tandems, triplets, and quadruplets are the 
best pace-makers, because they can make and keep 
a good pace, and also break the wind better than 
single machines. The advantage of pacing is so 



PRACTICAL POINTS. 149 

great that much better time can be made by a 
rider when paced than when alone. 

Pedaling. — See Chapter on Correct Pedal- 
ing. 

Pedals. — All cycles are fitted with ball pedals. 
The pedal pin is in the center of the pedal, and one 
end of it is firmly attached to the crank. Just out- 
side of where it attaches to the crank is a groove 
for one row of balls, and near the extreme outer 
end is the other groove. Sometimes, for the sake 
of lightness and appearance, the pin is uncovered 
between the bearings, and sometimes a very light 
metal tube incases it. The latter form is to be 
preferred, as the pedal bearings keep clean for a 
longer time when it is used, and it only adds a 
trifle in weight. In another form of pedal, the pin 
only runs about halfway through, and carries a 
single bearing near its end, the object being to re- 
duce friction and save in weight. 

On the pedals, the feet press either upon two 
bars of rubber, or on two of thin metal with ser- 
rated edges, or teeth. Square rubbers are often 
used, and are perfectly satisfactory for the purpose. 
The other sort are called *' rat-trap " pedals, and 
are a trifle lighter. They are fitted now to nearly 
all machines except those for ladies. 

Pedal Slippers. — These contrivances were de- 
signed to prevent the foot from slipping when rub- 
ber pedals were used. They were curved pieces 
of metal made to fit around and partially over each 
rubber, and present on the upper side two rows of 



ISO CYCLING. 

teeth similar to those of rat-trap pedals. Formerly, 
round, fluted rubbers were used on pedals, and 
there was then far more chance of slipping than 
with square rubbers. Such aids are, however, by- 
no means a necessity, if a rider has a proper reach 
and cultivates good ankle action. 

Position. — Undoubtedly that is the best position 
on a cycle which is the most comfortable and safe, 
and which gives the best control and greatest ease 
of propulsion. The question, if the reach is right, 
is how far fore or aft the saddle is to be placed in 
order to meet all these requirements to the greatest 
extent. Some hold a theory that a perfectly verti- 
cal action is the only proper one, as they say that 
it enables the rider to utilize all his weight, and so 
lightens his muscular work. They sometimes carry 
this theory so far as to place the saddle almost in 
front of the pedals, which arrangement makes the 
pedaling even slightly backward in direction. In 
this position, the rider's weight is principally relied 
on. The erect position one has in walking is 
changed into a constant forward inclination of the 
whole body which, physiologically, is bound to be 
wearing ; the natural movement of walking, which 
moves the feet forward in advance of the body to 
receive its weight, is superseded by an unnatural 
position and motion ; fine ankle action is out of the 
question ; good muscular work is done at a great 
disadvantage, and there follows a loss of power 
which only very powerful riders can bear. The 
steering is also rendered more sensitive by this 
position. 



PRACTICAL POINTS. 151 

The notion that weight can do the bulk of the 
work on a cycle is erroneous. A skillful rider, in 
proper position, be he never so light, can easily 
outride a much heavier and more powerful man 
who is far forward, and who depends on his 
weight. Of course it is desirable to secure a posi- 
tion in which a rider's weight can be used to 
advantage ; but to do so at the expense of ability 
to utilize muscular energy to the greatest advan- 
tage is a serious blunder. Experience shows every 
day that it is not weight and strength which tell. 
Skill is far and away the first requirement for suc- 
cess in any sort of riding, and outside of men in 
training, light and middle weight riders are pretty 
sure to be able to '* do up " their heavier com- 
panions. 

On the other hand, it is almost as bad to be. too 
far behind one's work, and so approach the in- 
effective position of the old velocipede or " bone- 
shaker." Up to a certain point, the nearer the 
rider's weight is carried to his driving-wheel axle 
the easier will the machine steer ; but, placing the 
saddle too far back will take too much weight off 
the steerer, make the handles difficult to reach 
and the pedaling awkward. Placing the saddle 
too far forward makes the steering less steady and 
the action too vertical. For road riding purposes, 
a position a few inches back of the crank axle is 
undoubtedly the best. The action is then near 
enough to the vertical to allow of the best use of 
all the rider's weight, and far enough from it to 
admit of good ankle action and the best applica- 
tion of muscular power. The advice of one of the 



152 CYCLING, 

greatest of road riders, M. A. Holbein, given in 
1889, is as good now as it was then. He says : 

" \vi the first place, it is astonishing that out of 
the very large number of cyclists, but a very small 
percentage have their saddles in the right position 
(viz., far enough back), w^hich will enable them to 
use their power to the greatest advantage. It is a 
very prevalent, though erroneous, idea that the 
vertical position is the correct one ; at first sight 
the theory certainly seems feasible, but that it is 
incorrect is easily proved by a few trials. With 
the vertical position a rider drives his machine by 
his weight, and more or less stamps on his pedals ; 
it may be possible to get a good pace, but at an 
immense cost of power, and cannot be sustained 
for any considerable length of time. It is also im- 
possible to acquire a good ankle action with this 
position. 

" The position of the saddle should vary accord- 
ing to the nature of the road to be ridden upon. 
For a moderately hilly district, the peak of the 
saddle should be about three inches behind the 
center of the crank axle, while for flat roads (such 
as the Great North Road), six inches is allowed to 
be the best position. Always sit well back and 
push from the broadest part of the saddle. 

*' Many riders who persistently stick to the verti- 
cal position say they have tried their machines with 
the saddle six inches behind, but cannot get on at 
all. The reason of this is, that they jump at once 
from one extreme to the other; if, instead of doing 
so, the rider will come back gradually — say two 
inches at a time — he will thus become accustomed 



PRACTICAL POINTS. 153 

to the different position by degrees, and I am 
quite sure that with each stage of going farther 
back the rider will experience a corresponding in- 
crease of pace." 

Quad or Quadruplet. — This is a bicycle with a 
frame long enough to carry four riders. It is im- 
mensely fast, and used almost exclusively for 
pacing wheelmen in their attempts to ride ex- 
tremely fast and break records. 

Racing. — Preparation for racing is treated of at 
length in the chapter on Training, and hints about 
racing are also given there. Outside of that, a 
question that has been agitated a good deal will 
be touched on here. It is whether, in a contest, 
the competitors ought to seek to make fast time as 
well as to win ; or, whether they should endeavor 
to win without regard to the time made. The 
first method is called ** riding all the way " — that 
is, at great speed ; the second is called a " wait- 
ing " race. 

The plan of " riding all the way " has been ad- 
vocated on account of many races, in which the 
competitors were much afraid of each other, hav- 
ing degenerated into mere crawls, and the final spurt 
been relied on for success. This has come about 
naturally, because it is well understood in all racing 
that it is a great advantage to be in a position to 
watch one's competitors, and also that it is much 
easier to ride when someone is just a trifle before 
you, or *' making the pace," as it is called. More- 
over, it is unnatural to expect a man to tire himself 



154 CYCLING. 

unnecessarily in order to make slightly faster time, 
if he can win just as easily while expending less 
energy. Records are best attained under other 
conditions, and many a race has been won from 
stronger riders by means of superior head work, or 
generalship. 

It follows from these considerations that a man 
with good judgment will seek to keep in a position 
in which he can watch his competitors, until the 
time for his final effort comes. If particularly fast 
time is sought, extra prizes, or other inducements, 
must be offered for it. Even then, however, it is 
not always secured, as many men prefer to make 
sure of winning than to set the pace with a view to 
fast time, and then be beaten on the final spurt by 
someone who has followed and watched for his 
opportunity. 

Railway Charges. — Most railroads formerly 
made exorbitant charges for the transportation of 
cycles. This annoyance has been largely reme- 
died, and in many cases entirely removed, through 
the action of the League of American Wheelmen, 
whose Transportation Committee have the matter 
in charge. Many roads now make no charge when 
the cycle accompanies its owner ; while others 
have merely nominal rates. 

Record of Riding.— 5<?^ Books for Records. 

Renting Cycles. — In many localities it is pos- 
sible to hire machines at a fair rental for almost 
any period from an hour to a season ; but, if one 
rides much, it is as cheap, as well as pleasanter, to 



PRACTICAL POINTS. 155 

own a mount. Rented machines often get such 
hard usage that some dealers have discontinued 
renting. Though not sending machines upon the 
road, they, in many cases, still provide both wheels 
and places for teaching purposes. 

Repairing. — A cycle has so many delicately ad- 
justed parts that it requires a little constant atten- 
tion (a trained glance generally suffices) to see that 
it is kept in order. If properly watched, cleaned, 
oiled, and adjusted, the chances are that, if it is a 
really good wheel, nothing short of outright acci- 
dent will make a visit to the repair shop necessary. 
But if the wheel gets little, or no, proper care, it 
will need occasional overhauling — perhaps once a 
season. It is a good plan not to do anything to a 
wheel that is not clearly necessary, as bearings 
once taken apart are rarely adjusted properly by a 
novice, and a machine that is much fussed over 
will sooner need overhauling by a repairer than 
will one that is not taken to pieces. 

Ride, Length of. — A good many hints on this 
point are given in the chapters on Learning and 
Riding. Even those, however, who have little to 
learn on those subjects cannot realize too fully that 
short, brisk, regular rides are the most beneficial, 
and soon fit a man for long, hard ones, while riding 
that is occasional only does little to develop strength. 
When one rides infrequently, he cannot be too 
cautious about the amount he does at one time. 

Riding Suits. — See Chapter on Cycling 
Costume, 



156 CYCLING. 

Rights of Cyclists on the Road. — The right of 
the cycle on the road is the same as that of other 
vehicles, — neither more nor less, — and is so held by 
the courts. Wheelmen have, in some places, been 
put to considerable labor and expense to establish 
this fact ; but have done so w^ith uniform success, 
chiefly through the efforts of the League. Of 
course, when the cycle makes its first appearance in 
new regions, the blind conservatism which seems 
to be inherent in human nature is apt to breed 
prejudice against it ; but m,oderation and experi- 
ence, with firm prosecution of any case of infringe- 
ment of rights, will soon put things on a right basis. 

In many localities wheelmen have been accorded 
advantages much in excess of their rights. They 
have been granted the privilege of using side paths 
and even paved walks ; no objection has been 
made to their coasting on crowded hills, and forc- 
ing other vehicles from their track ; and they have 
been permitted' to ride at racing speed, even on 
crowded highways. Such concessions have had 
the effect of making many wheelmen very careless 
of the rights of pedestrians, and of those of drivers 
of wagons and carriages, while asserting their own 
rights and privileges to the full. By so doing 
they have intensified the prejudice already existing 
in some quarters against the . sport, and have 
aroused the prejudice of others whose rights have 
been infringed by being rudely driven from their 
path, or portion of the road, by the necessity of 
giving ample space to some reckless rider. It is 
not only bad form and worse manners to act in 
this way, but it is most wretched policy, for it 



PRACTICAL POINTS. 157 

injures the whole body of wheelmen in the eyes of 
the public. 

Where roads are bad and wheelmen are per- 
mitted to use side paths, they ought to reciprocate 
the privilege accorded them by extending every 
possible courtesy to pedestrians, never warning 
them off the path by bdl or whistle, but rather, by 
riding slowly and requesting the pedestrians to 
kindly allow their passage, and thanking them 
when they have done so. There are many cyclists 
who are thoughtless in these matters, and there 
are others who pretend to believe that it is pusil- 
lanimous to extend such courtesies ; but they ought 
to remember that they are on a path 07tly by cour- 
tesy, and are bound, in common decency, to return 
that courtesy. 

The following concise statement of the *' Law of 
the Road " is from the pen of Frank C. Park, Esq., 
by permission of the Bicycling Worldy in which 
paper it first appeared : 

" The Law of the Road is a rule of action govern- 
ing every person passing along public highways. 
Whether walking, driving, or riding in a vehicle 
along any public thoroughfare, carriage-way, horse- 
way, or foot-way, he is in law bound to obey the 
law of the road, and he violates it at his peril. 

" I. Turn to the right. When parties driving 
vehicles meet on a highway, it is the duty of each 
to seasonably bear or keep to the right. [3 Mass. 
360 ; 28 Mich. 32 ; 14 N. H. 307.] 

'' The law imposes this duty ; but his disregard 
of that duty will not justify the traveler who may 
be on the proper side of the road in voluntarily and 



158 CYCLING. 

carelessly permitting himself to be injured in person 
or property, and then seeking to recover damages 
therefor from his fellow traveler who was wrong- 
fully on the left of the center of the road. [12 Met. 
415; 25 Me. 39.] 

** Proof that one party was driving on the left of 
the road does not therefore" make him liable for the 
damages that occur — the other party must use 
ordinary care to avoid injury. [3 Mass. 360 ; 7 
Wis. 527 ; 12 Mo. App. 354.] 

** The statutes of the different States vary as to 
whether travelers shall turn to the right of the center 
of the road or the traveled part thereof. The 
New York statutes declare that vehicles meeting 
in a public highway shall seasonably turn ' to the 
right of the center of the road.' And the * center 
of the road ' is construed by the courts to mean 
' the center of the worked part of the road.' [7 
Wend. 186.] 

" The statutes'of Maine, Michigan, Illinois, Ohio, 
Rhode Island, and Wisconsin require vehicles 
meeting on public highways to turn to the * right 
of the middle of the traveled part.' The statutes 
of all the other States, except a few of the Eastern, 
correspond with that of Wisconsin. That of New 
Jersey simply declares * keep to the right.' 

" In winter, when the depth of the snow renders 
it impossible to ascertain where the center or worked 
part of the road is, vehicles are only required to 
turn to the right of the center of the beaten or 
traveled track, without reference to the worked 
part of the way. [8 Allen 213: 16 Barb. 613 ; 8 
Met. 213.] 



PRA CTICA L POINTS. 159 

" When it is impracticable to turn to the right in 
meeting another on a public way, one traveler 
should stop a reasonable time to allow the other to 
pass ; but ordinary care does not require a 
traveler to so stop. [14 N. H. 307 ; 23 Wis. 287.] 

" When a traveler cannot safely turn to the 
right on meeting another vehicle, the law will not 
hold him guilty of negligence for not undertaking 
impossibilities. [5 B. Mon. 25.] 

" When vehicles meet at the junction of two 
streets, the rule turn to the right does not apply ; 
but each person must use reasonable care to avoid 
collisions. [12 Allen 84.] 

" Common vehicles meeting street or railway 
cars may turn either to the right or left. More 
care, however, is required on the part of the 
common vehicle driver, if he is driving on the rails 
of a street railway, to avoid collision, than is i'e- 
quired in meeting other vehicles. [15 N. Y. 380, 
3 Bosw. 314.] 

"2. May ^use any part of the road. A party 
having before him the entire roadway free from 
carriages or other obstructions, and having no 
notice of any carriages behind him, in season to 
stop, or to change his course or position, is at 
liberty to travel upon such parts of the way as suits 
his convenience or pleasure, and no blame can be 
imputed to him. [40 Me. 66^ 

"3. May cross road. A person may cross a 
road or pass on the left side of it, for the purpose 
of turning up to a house, store, or other object, on 
that side of the road ; but he must not obstruct or 
interrupt another lawfully passing on that side ; if 



l6o CYCLING. 

he does he acts at his peril, and must answer for 
the consequence of his violation of duty. In such 
a case he must pass before or wait until the 
person on that side of the way has passed on. [ii 
Me. 8; i Pick. 345.] 

** 4. Traveling in same direction. When two 
persons are traveling in the same direction, the 
foremost one is not bound to turn out for the 
other, if there is room for the latter to pass on 
either side, [i Watts 360.] If there is not room 
to pass on either side, the foremost traveler should 
yield an equal share of the way, on request made, 
if this is practicable. But if it is not practicable, 
then they must defer passing until they reach a 
more favorable ground. If the leading traveler 
then refuses to comply with the request to permit 
the other to pass him, he will be answerable for 
such refusal. [25 La. Ann. 236 ; 40 Me. 64.] 

" 5. Travelers on horseback. A traveler on 
horseback meeting another horseman or vehicle is 
not required to turn out in any particular direction 
to avoid collision. He must only exercise prudent 
care to avoid collision. [24 Wend. 465.] 

" A horseman should yield all the traveled way 
to a wagoner. [2 D. & Chip. 128 ; 23 Pa. St. 

196.] 

" As a person on horseback may turn out on any 
side that suits his convenience, the driver of a 
vehicle is not therefore bound to watch and take 
the opposite side, but may disregard the horseman 
altogether and occupy the whole of the traveled 
part of the road. 

*' 6. Rate of speed. Driving at immoderate 



PRACTICAL POINTS. l6l 

speed is culpable negligence, and if injury results 
from it, without fault on the part of the person 
injured, the author of it will be liable therefor. 
Driving on a public way at the rate of a mile in 
four minutes has been held unlawful and negli- 
gent. [Kenedy vs. Way, Bright i86.] 

** The same ruling, however, would not apply in 
the case of bicycles, as they are capable of being 
stopped quicker, and Vv^hile in motion can be con- 
trolled better than a horse. But a bicyclist riding 
through the streets of a thickly populated city 
could hardly ride faster than a mile in four minutes 
and be using ordinary care ; while over country 
roads, riding at the rate of a mile in three minutes 
would be using ordinary care for the rights of 
others. 

'* 7. Foot passengers. Persons on foot have a 
right to use the carriage-way as well as the side- 
walk, and walking in the carriage-way is wo\ prima 
facie evidence of negligence. [42 Me. 332.] 

" Foot passengers crossing the street of a city 
have no prior right of way over a passing vehicle. 
Both are boun.d to use ordinary care to avoid colli- 
sion. [54 N. Y. 245.] 

" 8. Unusual modes of locomotion. Persons 
using unusual modes of locomotion, or transport- 
ing unusual objects over a highway are not there- 
fore negligent. Those using horses cannot exclude 
those using bicycles or engines. Improved modes 
of locomotion are admissible. But drivers of 
unusual vehicles should assist teamsters, if neces- 
sary, in passing it. A right of action in such a 
case can only grow out of the question whether the 



l62 CYCLING. 

new vehicle has been used negligently or not. [34 
Mich. 212 ; 12 R. I. 166 ; 21 111. 522.] 

" 9. Private ways. The law of the road applies 
to private ways as well as to public ways. [8 Allen 
242 ; 23 Pick. 24.] 

" 10. Impassable roads. Travelers may pass 
over an adjoining close when the highway is 
obstructed or impassable. [53 Me. 160; 18 Tex. 

858.] 

" II. May assume others will be careful. A per- 
son lawfully using a highway has a right to assume 
that a fellow-traveler will exercise ordinary care 
and prudence ; and this warrants him in pursuing 
his way in a convenient manner. [28 Mich. 32 ; 
97 Pa. St. 70.] 

** 12. Injury from defective way. If by reason of 
the defective construction or want of repair of any 
highway, a person or his property becomes injured, 
while with ordinary care he was traveling thereon, 
he can recover damages for his bodily and mental 
suffering and for injury to his property. [48 Wis. 
334; 49 Wis. 125.]" 

Road, Rules of the. — The legal side of this sub- 
ject will be found under the head of " Rights of 
Cyclists," immediately preceding. There are, how- 
ever, some details which experience has molded 
into custom that ought not to be disregarded. 

It is extremely easy for wheelmen to forget the 
common rules of the road on meeting and passing 
vehicles, on account of the little space cycles 
require in order to pass other vehicles. But cyclists 
are not absolved from adhering to custom on this 



PRACTICAL POINTS. 163 

account. Moreover, the fact that cycles pass so 
silently and quickly is an additional reason for 
being punctilious in observing all road rules, and 
so passing vehicles on the side v^here drivers ex- 
pect to see them. Everyone knows that when two 
vehicles meet, each one should turn to the right. 
Nearly everyone knows that when one vehicle 
overtakes another, the rear one should advance on 
the left side of the road and keep the front vehicle 
on its right side while passing it. Of course, if the 
front vehicle should be so far to the left of the road 
that there was little room for passage on the left 
side, while there was ample space on the right, the 
driver of the rear vehicle should exercise his judg- 
ment on which side to pass, and would usually go 
where there was most room. 

When two cyclists are riding abreast and either 
meet or overtake a vehicle, the one Clearest the 
center of the road should fall back and allow the 
one on the outside to lead. This means that the 
outside rider (the one nearest the side on which 
passage is to be made) is always to lead on pass- 
ing vehicles — when a vehicle is met, the right-hand 
rider becomes the leader while passing it ; when a 
vehicle is overtaken, the left-hand rider becomes 
the leader while passing. On no account whatever 
should a party separate and pass on both sides of 
a vehicle. It is very bad form, foolish, and danger- 
ous, and very liable to startle even quiet horses. 
Nor, in passing, should a cycle be run any closer 
to a horse than is necessary. If the party is a large 
one, the pairs of riders should be careful not to 
crowd too closely, as sudden reduction of speed, 



l64 CYCLING. 

meeting vehicles, or the presence of ruts, will often 
cause confusion and accident. 

Unfortunately, many cyclists are careless of 
observing these rules. They ought to be rigidly 
observed, both in justice to the users of all other 
vehicles, and because their strict observance tends 
as greatly to raise public opinion regarding cy- 
clists as a class, as utter disregard of them tends 
to lower it. 

Road Books and Maps. — One of the benefits 
which wheelmen have conferred upon the com- 
munity has been the publication of many books 
and maps giving detailed, but condensed, account 
of the condition of thousands of miles of roads 
in different States, the exact distances between 
towns on these roads, and the best hotel in each 
town. These works were designed primarily as 
guides for wheelmen in their longer rides and 
tours ; but are also in demand for the use of driv- 
ing, equestrian, and pedestrian tourists. By their 
use a tourist can lay out a tour in nearly any one of 
the principal States, of any length he desires, and 
know in advance almost exactly what conditions 
and conveniences he can secure on the trip. 

Touring awheel is steadily increasing in favor, 
and the demand for these works is becoming corre- 
spondingly larger. They are issued by the State 
divisions of the League, and are usually supplied 
the members of the issuing division at cost. To 
others a fair retail price is charged. In some cases, 
where a division has had a full treasury, the books 
have been supplied to members without cost. 



PRACTICAL POINTS. 165 

largely, however, with a view to increasing mem- 
bership. Good state and county maps, which are 
occasionally of assistance in planning tours, can 
also frequently be obtained. Information as to 
special routes between particular points can nearly 
always be obtained from some League member by 
means of a note of inquiry to the official organ. 

Rub-down.— 5^^ Bath. 

Saddles. — The beginner almost always com- 
plains of his saddle. Sometimes it is because it 
is not adjusted properly, but more frequently it is 
because he does not sit right. He uses it as he 
would a chair, upon which he places his whole 
weight, and then complains because the vibration 
of the machine jolts or moves him around and 
makes him sore. The principal difficulty lies in 
the fact that he does not depend enough on his 
pedals ; he should carry his weight very largely on 
them, and not hang upon the saddle. If he does 
this, and gets the right adjustment, saddle soreness 
and all discomfort will be removed, and he can 
suit his fancy as to style and size. 

Shoes. — Low shoes with moderately thick soles 
are to be preferred for riding, as they allow the 
ankle freedom of motion. It is well, but not neces- 
sary, to have rubber soles on them if rubber pedals 
are used. If rat traps are used, it is best to have 
indentations made to correspond with the points 
of the pedal plates. If possible, it is most satis- 
factory to keep a pair of low shoes, shod as above, 
for bicyle riding only, and to always use them. 



l66 CYCLING. 

Sociables. — These were tricycles built sufficiently 
wide to obtain room to carry saddles and gearing 
for two riders side by side between the driving- 
wheels. They were very cumbersome machines, 
awkward to handle, and about as wide as a wagon. 
They were also heavy and slow. But in spite of 
these disadvantages they demonstrated the pleas- 
antness of double machines, and made it easier 
and pleasanter for women to learn to ride. They 
were soon entirely superseded by the tandem 
tricycle, and later by the tandem bicycle. 

Spanners.~5^^ Wrenches. 

Spokes. — The most common form of spoke was 
formerly the "direct." It is a length of wire, 
headed at one end, and with a worm, or screw, at 
the other. The headed end holds firmly in a hole 
countersunk in the rim. The other end is gener- 
ally somewhat enlarged, or '' butt-ended," so that 
cutting the thread on it may not weaken it, and 
screws into the hub flange. Should one become 
loose, it can easily be tightened by the use of a 
spoke wrench. Used generally with solid rims, 
there is a certain amount of elasticity to a wheel 
so built. But direct spokes do not transmit the 
power absolutely direct to the rim, a wheel built 
with them not responding quite so quickly as a 
tangent spoke wheel. 

The " laced " spokes sometimes used were 
formed with each length of wire making two 
spokes. A length of wire is headed at the rim, 
carried down throu2:h a hole in the thin steel 



PRACTICAL POINTS. 1^7 

flange of the hub, and then back to the rim, at a 
slight angle, and there held by a small nipple. 
They are set at a partial tangent to the hub, and 
alternate at the rim, thus giving a more direct pull 
than do the '* direct " spokes. 

The spokes sometimes called " double tangent " 
are similar to the " laced " ; but are tied and 
soldered together where they cross one another, 
thus making- a very stiff wheel. 

The "single tangent " spoke is sometimes called 
a cross between the direct and the laced. It is 
held with a nipple at the rim ; but is headed 
through a thin steel flange at the hub, and, being 
set at an angle, has a partially direct pull. It is 
very neat, and makes a strong, rigid wheel. 

The " true tangent " spoke is a single spoke, 
fastened like the single tangent, but set at a true 
tangent to the peripheries of the hub flanges both 
forward and backward. They are set on both 
sides of the flanges, those on opposite sides de- 
parting in opposite directions. They cross each 
other five or six times in passing to the rim, and 
are securely tied and soldered at the points of 
intersection. Not only is a wheel so built per- 
fectly rigid, but the " true " tangency of the spoke 
transmits to the rims practically all the power 
applied. The wheel responds instantly to pressure 
and is the best possible sprinter and hill climber. 

The spokes now almost universally used are of 
the single tangent order, and are double butt-ended, 
or slightly larger at each end than in their center. 
Each one crosses two others, and is tied and 
soldered at the second crossing. 



l68 CYCLING. 

Tandems. — Tandem tricycles were built to carry- 
one rider before the other. In this way the nor- 
mal width of the tricycle is preserved ; the frame is 
made a trifle longer and stronger ; and a second 
saddle, with chain and pedals, is added. A double 
machine is thus secured, as easy to handle as a 
single, and only a trifle heavier. Experienced riders» 
accustomed to pedaling together, can propel one at 
very good speed. Most tandem tricycles are made 
convertible — that is, one saddle, with its accompany" 
ing chain and pedals, can be readily removed so 
that the machine is adapted to the use of one per- 
son. On a tandem tricycle, one seat nearly always 
is, and both may be, adapted to the use of a 
lady. 

The tandem safety bicycle is an elongated safety 
bicycle with saddle and gearing for a second rider, 
both riders being seated between the wheels. It is 
a very easy running machine, with the greatest pos- 
sibilities for enjoyment. The front seat is often 
arranged for a lady's use. The steering is usually- 
controlled from the rear seat by a connecting rod 
below the riders. A fairly good safety rider can 
take anyone on the front seat almost as readily as 
on a tandem tricycle. Two good riders can get 
great speed out of it. 

Tandem Attachment. — This arrangement con- 
sists of tubing carrying saddle, chain, and pedals 
for a second rider, with easy means of attachment 
to the rear of a tricycle, the object being to form a 
tandem at any time out of a single tricycle, and 
with only the additional expense of the attachment. 



PRACTICAL POINTS. 169 

A tandem formed in this way, however, is not as 
satisfactory as a machine originally designed and 
built for two riders. As a rule, convertible 
machines are less satisfactory in their converted 
form than machines built for but a single purpose. 

Testimonials. — A veteran in cycling has said 
that a man cannot understand the character of 
a wheel until he has ridden it five hundred miles, 
nor be in a position to give a thoroughly intelligent 
and comprehensive opinion on it, until it has carried 
him for a thousand miles, and over all sorts of 
roads. This is an extreme view to take ; but it is 
perhaps only the natural reaction from the many 
hastily formed and superficial opinions, and falla- 
cious claims, which are offered as proof of superior 
merit. Testimony to merit is always desirable and 
welcome, and consensus of opinion is certainly 
valuable in establishing a point ; but, with cycles, 
experience is of great importance, and the more 
a man has ridden his wheel, the more intimately 
and certainly may he be supposed to know its 
virtues. 

Thirst.— 5^^ Drink while Riding. 

Tires. — Up to about 1890 solid rubber tires, 
varying in diameter from one-half to seven-eighths 
of an inch, were used on all wheels. Then came 
cushion tires for a year or so. These were made 
of rubber, usually an inch and a quarter in diameter, 
and had a hollow core of about three-eighths of an 
inch. They were soon followed by the pneumatic, 
which began at two and a half inches 'in diameter. 



I70 CYCLING. 

and has been slowly reduced until inch and three- 
quarters, five-eighths, and one-half are now the pre- 
vailing sizes. Pneumatic tires are either double 
tube or ** hosepipe." The former consist of an 
inner, thin rubber tube, which holds the air, and an 
outer casing or shoe, which is the wearing part. 
They may be cemented to the rim, in which case 
they must be removed when repairs are required ; 
or they may be held in a specially shaped rim by 
their internal air pressure, in which case only a 
small portion of the tire needs to be removed for a 
repair. " Hosepipe " tires have but a single tube, 
which is both air tube and wearing shoe in one. 
In principle, a simple, detachable, double-tube tire is 
undoubtedly best, as a complete and permanent 
repair can be very quickly made, and simplicity of 
construction, all things equal, is about the most 
important feature. 

Toe Clips. — These ingenious little devices are 
made of light metal to attach to the pedals, the 
upper part curving slightly over the toe, by which 
means they hold the foot in position, prevent slip- 
ping, and, to a certain extent, increase the rider's 
abihty to claw the pedal around as is requisite in 
good ankle action, and also prevent slipping the 
pedal when traveling at high speed. 

Tool Bags. — Every cycler requires a small tool 
bag to contain oil-can, wrench, pump, and repair 
outfit, which should be snugly packed to prevent 
rattle. These articles are really the only essentials, 
though some riders carry such things as a screw- 



PRACTICAL POINTS. 1 71 

driver, extra nuts, and lock and chain, while others 
carry nothing. Good bags are furnished with 
most machines. It is desirable to have one as 
small a3 will hold the necessary articles comfort- 
ably, without rattle, and to see that it is strapped 
firmly to the machine. 

TovLxmg.—See Chapter o7i Riding and Tour- 
ing. 

Training.— 5^^ Chapter on Training. 

Triplet. — The first triplet was a four-wheeled 
cycle, with three seats in a row, tandem fashion, 
the middle rider steering, and the first and third 
seats suitable for ladies* use. It was a fast, easy- 
running machine, but never came into general use. 
Triplet safety bicycles are now built, and are used 
principally on the track for pacing men in their 
attempts at very fast time and the establishment 
of records. 

Two-Speed Gears. — For the general principles 
on which all questions of gearing are based, see 
chapter on Speed and Gearing. The utility of 
changeable gears has long been discussed, and 
riders generally have drifted back to the belief that 
each one can find a single gear that is suited to 
him, and the masses are generally right. A very 
high gear or a very low gear is never necessary, 
while an intermediate fixed gear can be found to 
meet each person's requirements. 

Use and Abuse of Cycles. — If manufacturers 
of cycles could be assured that their productions 



172 CYCLING. 

would always receive good care, and be put to 
their legitimate uses only, they would be more 
ready to build their standard patterns of very light 
weight ; but knowing, as they do, the amount of 
misuse, abuse, and unnecessarily hard treatment 
to which cycles are subjected, they are obliged to 
prepare for it. But even the best preparation in 
the way of proper metal, good design, skilled 
workmanship, and sufficient material, will not pre- 
vent mishaps while owners of wheels slam them 
around ; run up or down high curbs ; leave them 
with dirt and grit covering bearings and chains ; 
and with head, bearings, and chain unadjusted. 
It is hardly too much to say that the durability of 
a machine depends almost as much upon its being 
properly ridden, and suitably cared for, as on its 
intrinsic character. 

Cyclists vary in their notions of the legitimate 
use of a wheel, from the extremely cautious to 
the most reckless. But even those who are careful 
enough in the matter of actual road use are some- 
times subject to misfortunes, because they fail to 
give their wheel the little attention which is ab- 
solutely essential if they wish to keep it in safe 
not to say first-class running order. If riders 
expect satisfactory and permanent good results 
from it, they must ride it with judgment and give 
it care. 

Vibration. — A wheel revolving upon the road 
produces a certain amount of vibration, even 
though shod with rubber tires. Vibration is in- 
creased by the use of a small wheel, a very light 



PRACTICAL POINTS, 173 

wheel, small tires, or by riding at considerable 
speed. It is reduced by using a large wheel, a 
heavy wheel, large tires, or by a slow gait. Vibra- 
tion is called tremulous when we mean the con- 
tinuous throbbing imparted to a machine as it 
meets the innumerable little inequalities of every 
road surface. It is jolting vibration when we 
mean the bumps produced by holes in the road, or 
by passing over obstacles of some size. Tremu- 
lous vibration is, therefore, a constant factor, 
though varying in intensity according to the con- 
dition of the road surface. Jolting or bumping 
vibration is only occasional, and can be, to a con- 
siderable extent, avoided. 

Vibration is imparted to a machine at its points 
of contact with the road, viz., its tires ; conse- 
quently, it is desirable to provide such tires as 
will absorb vibration to as great a degree as 
possible. On reaching the machine, vibration is 
imparted to the rider at his three points of con- 
tact — saddle, pedals, and handles ; consequently, 
the problem \s first, how to stop vibration at the 
tires, and, second, how to take up whatever is 
transmitted to the wheel, so that none will reach 
saddle, pedals, or handles. 

Tremulous vibration can be very largely ab- 
sorbed at its point of origin (the road) by means 
of proper tires, so that what little reaches the 
rider is not noticeable. The '* pneumatic " tire 
(see Tires) accomplishes this satisfactorily. Jolts 
or bumps, however, cannot be entirely absorbed 
by means of any tire — they can only be overcome 
through the use of an effective spring frame. 



174 CYCLING. 

which will yield to a reasonable extent. There- 
fore the theoretically ideal machine, which will 
provide luxurious riding and completely annihilate 
vibration, needs a tire that will take up all tremu- 
lous vibration, and a frame that will destroy all 
jolting. It must be remembered that in whatever 
form a spring frame is made, it is absolutely 
necessary that handles, saddle, and pedals should 
always be rigid in regard to each other — that is, 
no spring can be introduced between any two of 
them allowing them to vary at all from their 
relative positions. 

Whether the theoretical ideal is really a prac^ 
tical need is quite another question. As a matter 
of fact a person would need to be in a very unusual 
condition, or of a very uncommon temperament, if 
he could not be made comfortable with the im- 
proved pneumatics now in use. 

Watches. — It is sometim.es said that a good 
watch is injured by being carried constantly on the 
wheel ; and some riders, believing this, leave theirs 
at home, or carry a cheap one. The writer has 
never found any bad effects, however. 

Waterproofs. — It is exceedingly debilitating to 
ride in a rubber coat, as the full action of the skin 
is thereby seriously impeded, and the clothes be- 
come saturated with perspiration. If properly 
dressed in all wool, a wetting seldorn does harm. 
If a waterproof is carried on a tour, and rain falls, 
it is more prudent to stop, don it, and wait till the 
shower has passed. 



PRA CTICAL POINTS. 175 

Weight of Cycles. — A prevalent notion regard- 
ing the weight of cycles seems to be that the 
lighter a machine is, the easier it must run. While 
for race tracks this is practically true, such condi- 
tions as are met with in average road riding alter 
the case considerably. Lightness is certainly a 
most desirable and important quality to secure in a 
cycle ; but the moment it is obtained at the ex- 
pense of rigidity, or at the expense of generous 
tires, it does not make the machine any better as a 
whole. Lack of rigidity means waste of power, 
and small tires mean more vibration ; and both 
these are detrimental to ease of running, especially 
at any distance. Should lightness be further ob- 
tained at the expense of a well-stayed frame, or 
use of insufficient metal, durability is largely sacri- 
ficed. It does not follow from this that a machine 
need be heavy ; for a properly proportioned one of 
medium weight and first-class quality is just as 
strong ; but it does follow that extraordinarily light 
machines are not suitable for road work, and are 
not as durable as those of medium weight. 

Since 1892 the advance that has been made in 
building light bicycles has been absolutely extra- 
ordinary, and in less than three years the weight 
of road machines has been reduced from forty-five 
to twenty-two or twenty-three pounds. No man, 
however heavy, need ride a modern wheel of over 
thirty pounds' weight ; very few need ride over 
twenty-five pound wheels, while the majority of 
good riders can be safely fitted with wheels that 
weigh but twenty-two or twenty-three pounds. Of 
course a good many wheels at even less weight 



176 CYCLING. 

than this will be used on the road, but it should 
be done with extreme caution. Track racers run 
from fifteen to eighteen pounds. 

Whistles.— 5^^ Bells and Whistles. 

Women, Cycling for. — See Lady Cyclists, 
and Chapter on Cycling for Health. 

Wrenches. — Always carry a small monkey 
wrench of good quality. Do not depend on 
spanners. 



APPENDIX. 




THE INFLUENCE OF THE BICYCLE IN HEALTH AND 
IN DISEASE.* 

By Gr^me M. Hammond, M. D., New York. Professor of 
Diseases of the Mind and Nervous System in the New York 
Post-Graduate Medical School and Hospital ; Professor of 
Mental and Nervous Diseases in the University of Vermont. 

BOUT two years ago I called attention to 
the treatment of certain diseases of the 
nervous system by the proper use of the 
bicycle.t This was the first attempt, at 
least in this country, to call the attention of the 
medical profession to a therapeutic agent un- 
doubtedly of great value. At that time compara- 
tively few physicians had had any practical experi- 
ence with the bicycle, but since then wheeling has 
taken hold of the popular fancy to such an extent 
that thousands now ride where formerly hundreds 
rode, and the medical man, who at one time con- 
sidered bicycle riding degrading to his professional 
dignity, now joins with his lay brothers in the pur- 
suit of health and pleasure on the wheel. The 

^ Read before the New York Academy of Medicine, 
December 19, 1894, and now reprinted by permission from 
the Medical Record. 

\Jour7ial of Nervous and Mental Diseases^ January, 
1892. 



178 APPENDIX. 

universal popularity of the wheel — and it seems to 
be growing- in favor every year — has undoubtedly 
not only been a source of great pleasure to thou- 
sands, but must also have had an appreciable 
effect upon the health, either beneficially or the 
reverse, and physicians are now arriving at a more 
intelligent conception of the possibilities of the 
wheel, both for good and for evil. The medical 
journals of this and foreign countries are daily 
adding to the literature of the subject by the re- 
ports of diseases which seem to have been induced 
or are aggravated by the use of the wheel. 

The question concerning the deleterious effect 
on the human organism by the injudicious use of 
the wheel concerns the numerous specialists in 
medicine as well as the general practitioner. 
There is hardly an organ in the body which may 
not be influenced one way or the other by the 
proper or improper use of the bicycle; and hence 
it is that all medical men should study this ques- 
tion carefully and endeavor to arrive at the ex- 
act facts of the case. To this purpose I propose 
to consider the subject from the following stand- 
points : I. The use of the cycle by persons in 
health. 2. The use of the cycle by persons 
diseased. 

Little need be said about the rational use of the 
bicycle by healthy persons. It is only when the 
wheel is improperly or immoderately used that it 
constitutes a source of danger. The question will 
at once arise as to what constitutes this moderate 
and rational use. As men differ, among other 
things, in points of age, temperament, physical 
strength, and power of endurance, so is it absolutely 
impossible to prescribe any general rule which will 



APPENDIX. 179 

be applicable to all men. Each individual must 
formulate rules for his own guidance, and if he is 
incapable of doing this either because he has not 
arrived at years of discretion, or because he recog- 
nizes his ignorance and distrusts his judgment, 
his medical adviser should be consulted, who by 
studying his physique, heart measurement, and 
lung capacity, can judge with considerable accuracy 
the amount of exercise which is most conducive 
to healthy physical development. But as a general 
rule, the average individual, after a fair amount of 
experience, becomes quite competent to determine 
his own capabilities and requirements. 

Let it be granted that an individual uses the 
wheel properly, what results should he reasonably 
expect to achieve ? Statistics do not supply any 
information on this subject. No attempt has as 
yet been made, that I am aware of, to study the 
physical development of men who have been using 
the bicycle properly for years. I say for years, be- 
cause the best effects of any form of exercise which 
is practiced for the purpose of obtaining physical 
development are never obtained rapidly, and, 
particularly in young subjects, should only be 
studied after several years of continuous culture. 
There being no available literature on the subject, 
I am obliged to depend solely upon my own obser- 
vations. This source of information must neces- 
sarily be very meager. Although there are thou- 
sands who ride, there are comparatively few within 
my reach who have been riding long enough to 
render statistics on their physical development of 
much value. I have, however, collected fourteen 
cases of amateur riders who have kept accurate 
records of the years they have been riding, and ap- 



i8o 



APPENDIX. 



proximate records of the number of miles they have 
ridden in this time. These cases I have examined 
and endeavored to tabulate the most important 
features ascertained. These men have ridden from 
five to thirteen years, and in that time have 
travelled from five thousand miles to twenty-seven 
thousand miles. 

Table No. i. 
Amateur Riders. 











G 












d 













^2 


'a 


X cj 


Heart. 


Muscular System. 


0) 




T3 










(/) 


<U 






<y 






cl 


bo 






r; 






CJ 


< 
37 


P< 


S 


u 






1 


5 


22,000 


If 


Slight hypertrophy. 


Well developed. 


2 


25 


10 


27,000 


li 




Legs well developed, 
arms and trunk 
fair. 


3 


36 


5 


8,000 


2 , 


(( t( 


General develop- 
ment greatly be- 
yond normal. 


4 


42 


12 


24,000 


I* 


(( (( 


Well developed. 


5 


46 


13 


25,000 


I 


Normal. 


Average. 


6 


24 


13 


14,000 


Is 


Slight hypertrophy. 


Well developed. 


7 


25 


10 


20,000 


1; 


(I i( 


(» (( 


8 


34 


7 


18,000 


I 


U <( 


11 «i 


9 


30 


8 


9,000 


I 


Normal. 


U (( 


lO 


29 


7 


8,000 


T- 


Slight hypertrophy. 


«; tt 


II 


26 


7 


17,000 


2 


" 


Generally very mus- 
cular. 


12 


24 


6 


7,000 


li 


Normal. 


Average. 


13 


39 


5 


6,000 


li 


" 


" 


14 


24 


5 


5,000 


15 


Slight hypertrophy. 


Well developed. 



Average chest expansion, ly inch. Heart usually hypertrophied 
without dilatation. Average age, 31^ years. Chest expansion, 13 
riders above normal : i normal. 



This table demonstrates two important facts 
very clearly : First, that men who have ridden a 



APPENDIX. l8l 

great deal for a number of years have acquired 
simple cardiac hypertrophy without dilatation ; and 
second, that their breathing capacity is greatly in 
excess of that of the average man. The cardiac 
hypertrophy that I refer to is due to a simple in- 
crease of muscular tissue, and is in the nature of a 
healthy growth or development induced by exercise. 
It is precisely similar to the hypertrophy which oc- 
curs in any other muscle which has been used a 
great deal. Hypertrophy in this sense is purely a 
relative term. For more than a century man has 
shown a tendency to develop the different qualities 
of the mind, and has paid but little attention to the 
gradual degeneration of the muscular system and 
to the consequential reduction of his powers of 
physical endurance. This has been one of the 
natural consequences of the rapid advance of civili- 
zation, especially in this country ; and this, together 
with the great development of industries, com- 
merce, and the professions, which have demanded 
the best energies of our men, finally made us a race 
of intelligent, clear-sighted, energetic, and nervous 
people, but very far short of the physical perfection 
seen in men in earlier ages. The dangers attend- 
ing this physical degeneration of the race have of 
late years been gradually instilled into the public 
mind, and this has resulted in a healthful reaction. 
Men, and, what is of almost equal importance, 
women, are gradually beginning to comprehend the 
advantages of physical development, and are in a 
fair way to understand that the highest type of 
man, taken as a whole, is not represented by intel- 
lectuality alone, but more properly by a judicious 
combination of mental and physical vigor. Ten or 
fifteen years ago it w^as exceptional to find business 



1 82 APPENDIX. 

and professional men and women who practiced 
any special form of exercise. To-day thousands 
are making physical exercise an important feature 
of their daily duties ; and what is of greater im- 
portance, we are educating our children to believe 
in physical culture and to practice it. The evolu- 
tion of the bicycle to the form it presents to-day is 
probably the greatest factor which has influenced 
the spread of the doctrine of physical culture in this 
century. As a natural consequence of this gradual 
but universal physical development, which will only 
be attained in time, we must expect to observe a 
relative development of some of the internal organs, 
particularly the heart and lungs. The simple 
hypertrophy of the heart observed in most bicycle 
riders who have ridden to any extent will grad- 
ually become more common, and finally will be 
accepted as normal, and what is known to-day as 
the normal heart will then be considered degen- 
erated. 

A second glance at the table shows that all the 
riders have a greater breathing capacity than the 
average man. The chest of the average man ex- 
pands an inch when the lungs are inflated to their 
greatest capacity. This has been carefully verified 
by myself and by others, who have measured many 
men whose lung-powers have not been developed 
by special forms of exercise. It is usually believed 
that the average chest-expansion is three inches, 
and there are many who can increase the girth of 
the chest much more than this. It is claimed, for 
instance, that Sandow's expansion is thirteen in- 
ches. This, however, is fallacious and does not by 
any means express the truth. It is accomplished 
by a forced expiration before the inspiration, and is 



APPENDIX, 183 

then further augmented by "setting" the scapular 
and pectoral muscles. In the table I have prepared, 
the average lung inflation is represented by a chest 
expansion of one and four-sevenths of an inch, 
which is an excess of four-sevenths of an inch 
above that of the average man. 

This excess is unquestionably of great advantage 
to the individual possessing it, when it is taken in- 
to consideration what a great influence is exerted 
on the general health and on the proper perform- 
ance of the functions of the various organs by a 
perfect oxygenization of the blood ; and when there 
is added to this the action of a powerful muscular 
heart, it can readily be perceived that bicycle rid- 
ing, conducted properly and for a long time, 
induces a condition of cardiac and pulmonary de- 
velopment which must exert an enormous influ- 
ence in maintaining the proper functions of other 
organs ; in preparing the organism to resist dis- 
ease ; and in overcoming disease that has been 
contracted. 

The muscular system of the bicycle rider is, as a 
rule, uniformly well developed. It is often claimed 
by those who are not properly informed, that the 
exercise develops the muscles of the legs at the ex- 
pense of the rest of the body. This is not so. On 
the contrary, the muscles of the back, chest, arms, 
and abdomen are employed a great deal — not to 
the same extent as the muscles of the legs, but 
sufficiently so to consider bicycle riding an exer- 
cise inducing general development of the muscular 
system. 

The observations recorded in Table No. i were 
made on men who hav^e always ridden in the erect 
posture. A great deal has been said in regard to 



1 84 APPENDIX. 

the pernicious effects of riding with the body al- 
most, if not quite, at a right angle with the legs. 
A peculiar malformation of the spine has been re- 
ported to result from this posture, and it certainly 
seems as if the lungs, and consequently the heart, 
must be greatly hampered in performing their work. 
To obtain some information on this subject I have 
carefully examined fourteen professional riders, 
seven of whom are the most celebrated racing men 
in the world — men who have obtained national 
reputations as great riders ; who have ridden more 
races than any other men ; and who have ridden 
faster than any other men ; and who always ride 
with the body at right angles to the legs. These 
observations I have tabulated in Table No. 2. In 
no case was there any deformity of the spinal 
column, and I may say here, if any such condition 
has ever been observed the number of cases of it 
must be very few indeed. I have never seen a case 
of it. They were all well-built, muscular men, but 
different from those in Table No. i, who were 
all amateurs, in that in all cases there was an ex- 
cessive development, compared to the rest of the 
body, of the muscles of the thighs, particularly of 
the vastus intermis and of the muscles of the 
abdomen. The development of the abdominal 
muscles resulted from their continual contraction 
while maintaining the riders in their racing position. 
All had cardiac hypertrophy without dilatation. 
At first glance it would seem as if the lung 
capacity of the professionals was fully as good as 
that of the amateurs, and this is true if the measure- 
ments of the national champions only are con- 
sidered. 



APPENDIX. 



185 



Table No. 2. 

Professional Riders, 



Names. 


6 

24 


Remarks. 




Heart. 


Muscular '"-y 
System. 


Zimmer- 


American 


Ij 


Hypertro- 


Well developed. 


mann.. . 




world's 
champion. 




phied. 


Extraordinary 
development 
of abdominal 
and thigh 
muscles. 


Wheeler. . 


25 


American. 


if 


Hypertro- 


Well developed. 






Celebrated 




phied. 


Extraordinary 






rider. 






development 
of abdominal 
and thigh 
muscles. 


Edwards . 


23 


England's 
champion. 


ll 


Hypertro- 


Well developed. 








phied. 


Extraordinary 












development 












of abdominal 












and thigh 












muscles. 


Verheyn.. 


20 


Germany's 


li 


Slight hy- 


Well developed. 






champion. 




pertrophy. 


Extraordinary 
development 
of abdominal 
and thigh 
muscles. 


Colombo. . 


23 


Italy's cham- 


2 


Slight hy- 


Very muscular. 






pion. 




pertrophy 


No special de- 
velopment. 


Lesna 


31 


France's 24- 


2 


Slight hy- 


Very muscular. 






hour cham- 




pertrophy. 


No special de- 






pion. 






velopment. 


Martin.... 


25 


America's 


2 


Hypertro- 


Very muscular, 






6-days 




phied. 


especially in 






champion. 






the thighs. 


Albert.... 


28 


America's 


4 


Hypertro- 


Too slender for 






6-days rider 




phied. 


his height. 






and short 






Muscles not 






distance 






at all prom- 






racer. 






inent except 
in abdomen. 


Berlo .... 


28 


American. 


1 


Hypertro- 


Muscular thighs 






Short dis- 




phied, but 


and abdomen. 






tance racer. 




not strong. 


Chest some- 
what sunken. 


Knovvles. . 


40 


American. 
6,240 miles 


1 


Hypertro- 
phied. 


Very muscular. 




in 60 days! 








i racer. ) 









186 




APPENDIX. 




Names. 


i 
< 

40 


Remarks. 


d 

XI— I 


Heart. 


Muscular 
System. 


Foster 


German. 


% 


Hypertro- 


Normal develop- 






Long dis- 




phied. 


ment. 






tance rider. 








Gross 


28 


American. 
Short dis- 
tance racer. 


I 


Hypertro- 
phied. 


Well developed. 


Murphy, 


2S 


American. 


7 

s 


Hypertro- 


Not at all mus- 


W.F... 




Class B 




phied, but 


cular except 






racer. 




not strong. 


in thighs and 
abdomen. 


Macdon- 


18 


American. 


^? 


Normal and 


Small but well 


ald 




Class B 
racer. 




very 
strong. 


developed. 



Average age, 27 years. Average chest expansion, if inch. 
Chest expansion, 9 above normal (these are celebrated riders) ; 
I normal (i inch) ; 4 below normal. 



Table No. 2 gives the measurements of fourteen 
celebrated professional riders. Table No. i gives 
the same measurements in an equal number of 
amateurs. Comparing the measurements of ama- 
teur riders with those of the professionals, who are 
national champions, very little difference can be ob- 
served. These men who ride at racing speed, 
doubled up like a jack-knife, were as well devel- 
oped, had just as powerful and healthy hearts, and 
their lungs could consume as much oxygen as those 
who sat upright and rode at moderate speed. But 
it must not be concluded from this that I mean to 
infer that any man can race and ride in the posture 
of a racer with impunity. Far from it. These men 
became professionals because they found that 
nature had particularly adapted them for fast rid- 
ing. They make a business of it, and are always 
in the best possible physical condition. 

If we turn, however, to the measurements of the 



APPENDIX. 187 

Other six professionals, whose inferior capabihties 
have not allowed them to become national celeb- 
rities, we find a very different state of affairs. 
One has the normal chest expansion of one inch, 
four below normal, and one is above normal. The 
latter, however, has been racing but a short time, 
having recently graduated from the amateur ranks. 
Comparing the fourteen amateur riders with the 
fourteen professionals, it will be seen that the 
average chest expansion of the amateurs is if of an 
inch, while that of the professionals is if of an 
inch. The expansion of thirteen amateurs is above 
normal, and in one it is normal. With the profes- 
sionals the expansion is above normal in nine, 
normal in one, and below normal in four. It is 
quite probable, if professional riders of less phe- 
nomenal abilities were substituted in the second 
table in place of the national champions, the aver- 
age chest expansion would be found to be below 
normal. 

Excessive work on the wheel is, for the average 
man, unquestionably injurious, and it seems a fair 
inference to draw, from a study of these cases, that 
while many men will, in the course of time, ascer- 
tain that nature has adapted them so they may 
race with impunity, for a time at least ; others who 
are led to emulate their example will certainly in- 
jure their health and undermine their constitution. 
This is particularly true of young lads, many of 
whom consider themselves the coming racing 
champions of the world. They can be seen in the 
streets and on the country roads, tearing along at 
the top of their speed, the body thrown forward, 
the back humped, and the arms fixed and rigid, 
the chest necessarily contracted and preventing its 



1 88 APPENDIX. 

proper expansion, at the very time when free move- 
ment of the chest walls is most necessary. In 
such cases healthy development is likely to be 
arrested, and cardiac dilatation, impoverishment of 
the blood, and lowered vitality of the system are 
probable consequences. Parents and physicians 
should use their authority to prevent this abuse in 
the rising generation, and a youth who will not 
ride properly should not be allowed to ride at all. 
It has been claimed that appendicitis can be some- 
times attributed to this faulty position in riding. 
While it is undoubtedly true that persons who ride 
the wheel, no matter in what posture they ride, 
may have appendicitis, there is nothing in literature 
to prove any direct relation between appendicitis 
and bicycle riding as a cause and effect. 

Riding great distances at rapid speed is an abuse 
of the wheel which cannot be too severely con- 
demned. Anyone who witnessed the last six days* 
bicycle race, about a year ago, cannot but recall 
with disgust the sickening exhibition of exhausted 
riders having to be lifted from and on to their 
wheels and carried to and from their quarters, 
their joints swollen and inflamed, barely able to 
see, and only kept in a conscious condition by the 
united efforts of trainers and physicians. This, 
however, is an extreme case, but it is not at all un- 
common for large parties of riders of both sexes to 
go on what are called *' Century runs," that is, to 
ride a hundred miles often within a limited number 
of hours. To many riders of experience, who are 
in good condition and possess excellent powers of 
endurance, this may not be a difficult feat to per- 
form, but many others in making the attempt 
suffer from exhaustion which leaves its traces for 



appendix'. 189 

several days. There are others again who travel 
shorter distances, but who ride at such speed that 
they return home thoroughly tired out. This, if it 
occurs only occasionally, is perhaps of little moment, 
but when the repetition is frequent it is undoubtedly 
injurious. 

Moderate exercise, properly performed, invigo- 
rates the system, strengthens the muscles, and in- 
creases the powers of physical endurance, but 
excessive and exhaustive exercise "does none of 
these things ; on the contrary, it is decidedly in- 
jurious to health and should never be encouraged. 
Under certain conditions diseases of the genito- 
urinary tract may with great probability either be 
induced, or else, if they already exist, they may be 
aggravated. Cases of prostatitis, urethritis, and 
cystitis have been reported, which seem to show 
quite conclusively that the friction or jolting of 
the perineum against the saddle was the exciting or 
aggravating cause. Such cases are due to the 
carelessness or ignorance of the rider. An individ- 
ual in riding the cycle, just as in riding the horse, 
should sit upon the gluteal muscles and not upon 
the perineum. All bicycle saddles can be tilted 
either forward or backward, and every person who 
rides should so adjust the saddle that the weight 
of the body is borne by the gluteal muscles and 
not by the perineum ; otherwise it is quite probable 
that injurious results may follow. 

Riding upon the perineum may in many in- 
stances cause genital irritation, but this can be 
effectually prevented by the proper adjustment of 
the saddle. It can therefore be seen that these 
diseases or conditions are by no means necessary 
consequences of bicycle riding. On the contrary, 



1 90 APPENDIX. 

they can be remedied in all cases by the intelligent 
comprehension of the wrong and its remedy. 

The question is often asked, Shall women suffer- 
ing from abnormal conditions of the uterus and 
ovaries ride a wheel ? I was much pleased, at a 
recent meeting of the Gynecological Section of the 
Academy, to listen to the opinions of our leading 
gynecologists on the subject. It seemed to be the 
general opinion that this form of exercise was not 
injurious, but that in many cases of disease it 
was highly beneficial, either as a means of relieving 
local congestion, or else acting indirectly on the 
pelvic organs by improving the general health of 
the patient. 

There is one other condition which deserves 
mention, and which I am not aware has called 
forth any comment up to the present time, and that 
is the effect of bicycle riding on the air passages 
and as a cause of mouth breathing. On examina- 
tion I found all of the men enumerated in Table 
No. 2, and who were professional riders, breathed 
through the mouth while riding, and that eight of 
these were habitual mouth breathers. The major- 
ity of the amateur riders I have questioned on this 
subject admit that they breathe through the mouth 
while riding, but whether the proportion of 
mouth breathers is greater among cycle riders than 
among those who do not ride, I do not know ; but 
it is a matter that deserves investigation. 

The use of the wheel by persons diseased, when 
considered in the light of a therapeutic agent, is a 
subject of considerable importance. It also leads 
us to inquire whether there are not physical con- 
ditions under which the bicycle should be absolutely 
prohibited. In certain diseased conditions of the 



APPENDIX, 191 

heart, bicycle riding may prove very beneficial. 
In simple degenerated conditions of the muscular 
fibers, in dilated hearts either with or without com- 
pensatory hypertrophy, and in slight valvular af- 
fections, bicycle riding, when properly practiced, 
may prove of great service, because it improves the 
nutrition of the organ and develops the muscular 
fibers, thereby enabling the heart to perform its 
work more effectually. But no one suffering from 
any cardiac affection should ever ride a wheel, 
unless advised to do so by his physician ; and in 
such instances the physician should make frequent 
examinations in order to determine whether benefit 
is being derived from it or not. Where exercise 
is advisable in heart affections, I know of no bet- 
ter method of obtaining it than by the proper use 
of the wheel. By riding slowly and on an approxi- 
mately flat surface the mildest cardiac exercise can 
be obtained, and this, as the heart improves in 
strength, can be increased by degrees, and in 
direct ratio with the cardiac development. By this 
means the strength of the heart can be greatly in- 
creased, thus causing a natural compensation for 
many abnormal conditions. 

But bicycle riding can cause as well as cure 
cardiac degenerations. If an individual compels 
his heart to work beyond its capacity and the 
abuse becomes in any sense continuous, the 
danger of cardiac degeneration becomes imminent. 
This is more particularly liable to occur in subjects 
whose cardiac muscular fibers are abnormally 
weakened from disease, dissipation, or from long 
neglect of such exercises as are requisite for main- 
taining the heart in a healthy condition. In val- 
vular lesions also immoderate riding will unques- 



192 APPENDIX. 

tionably aggravate existing abnormal conditions, 
and perhaps superimpose another cardiac disease 
upon the original one. In short, it may be said 
that bicycle riding may benefit or injure the heart 
according to the condition of the heart and the 
manner in which the individual conducts his exer- 
cise, and the general principle may be adduced 
that, while the moderate use of the wheel is con- 
ducive to cardinal development, the excessive use 
endangers cardiac degeneration. I cannot agree 
with the decision of the French Academy, that 
" no one should ride a wheel without consulting a 
physician "; but this rule certainly should apply to 
all persons who have cardiac disease and to all 
others whose general health, vitality, and physical 
strength are to any degree below the normal. 
What has just been said in relation to cardiac dis- 
eases applies in the main to pulmonary affections. 
I have already shown, as far as the limited number 
of cases at my disposal permit, that bicycle riding, 
when practiced by a healthy person, unquestion- 
ably develops the lungs and increases their capacity 
greatly beyond what is now considered to be nor- 
mal. The knowledge of this fact may be taken 
advantage of in the treatment of those pulmonary 
conditions in which a breaking down of tissue will 
be the natural and probable consequence in the 
course of time. Moderate exercise of the lungs by 
the moderate use of the wheel, practiced syste- 
matically and for a long time, will undoubtedly 
retard and perhaps completely arrest some de- 
generative changes in the lungs. This will follow 
not only from the direct effect of pulmonary de- 
velopment, but also from the generally im.proved 
physical condition which is always a prominent 



APPENDIX, 193 

feature of bicycle riding when rationally practiced. 
On the other hand, I can conceive of nothing 
which will be more injurious to certain abnormal 
pulmonary conditions than the excessive use of the 
wheel. Not only will this tend to accelerate de- 
generative processes, but it may also induce them 
in persons predisposed, particularly if the general 
vitality is simultaneously diminished. 

The same general rule can be formulated here 
that seemed to be applicable to the heart, that is : 
That the moderate and proper use of the wheel re- 
sults in pulmonary development, while the excess- 
ive use may be followed by injurious consequences. 

In my former paper I showed, by the report of a 
number of cases, that in certain diseases of the 
nervous system bicycle riding was very serviceable. 
That report referred mainly to cases of functional 
and organic paralysis, and to neurasthenia and 
hysteria, and demonstrated that in these conditions 
great improvement was obtained directly from the 
use of the wheel. My opinions were so fully ex- 
pressed at that time that it is needless to refer to 
the subject again, except to state that my experi- 
ence in the past two years, since that paper was 
published, fully corroborates the views I then en- 
tertained. I only desire to state in addition that I 
have carefully studied the effects of bicycle riding 
on numerous cases of functional dyspepsia and con- 
stipation, and have observed great benefit in most 
instances, but only in those cases in which the rid- 
ing was followed systematically. There are two 
other conditions I desire to refer to before I con- 
clude what I have to say, in which bicycle riding 
seems to exert a beneficial influence. These are 
gout and diabetes. Possibly both of these diseases 



194 APPENDIX. 

are benefited by the great quantity of oxyg-en con- 
sumed ; by the improvement in digestion and 
assimilation ; and by the effect that prolonged 
muscular action has on eliminating certain sub- 
stances from the system which are either poison- 
ous per se, or else become so by conversion. In 
two cases of subacute gout I have prescribed the 
use of the wheel and have every reason to feel 
satisfied with the results. In only two cases of dia- 
betes have I had the opportunity of making obser- 
vations in regard to the effect of this exercise on 
the excretion of sugar. These few cases are not 
sufficient to allow the presentation of any absolute 
deductions, but the results obtained were suffi- 
ciently encouraging to warrant further investigations 
in this direction. If we accept the view that the 
manifestations of gout depend upon an excessive 
formation of uric acid in the system, it can be 
readily understood, theoretically at least, how bicy- 
cle riding can modify or arrest this process. First, 
by the improvement in digestion and assimilation; 
second, by the greater demand upon the nitroge- 
nous compounds required by the repair of the mus- 
cles ; third, by the increased oxygenation of the 
blood which increases the elimination of urates ; 
and fourth, by the further elimination of morbid 
material through the increased activity of the sweat- 
glands. 

This theory may be susceptible to criticism, but 
whether it is correct or whether we must look 
further for the reasons, the fact remains that bene- 
fit is derived in these cases from the use of the 
wheel. In the two cases of diabetes, experimental 
studies showed that in both cases, and with no 
change of diet, the amount of sugar excreted was 



APPENDIX. 195 

diminished when the bicycle was used regularly. 
The explanation of this fact seems to be reasonable, 
and is similar to that just offered in reference to 
gout. The waste taking place in the muscles is 
repaired from the nitrogenous elements, which 
otherwise would be converted into urea and then into 
sugar. The larger the muscles are that are wasted, 
the greater quantity of nitrogenous substance will be 
required to complete repair. The largest muscles 
in the body are in the lower extremities, and conse- 
quently bicycle riding, which calls these muscles 
into active use better than any other form of exercise, 
operates to excellent advantage. The heart also 
need not be exercised unduly, which, in these cases, 
is often a point of considerable importance. It is 
impossible, in an article on this subject, to enter 
deeply into the discussion of each one of the sub- 
jects touched upon without making a paper of in- 
terminable length. I will therefore conclude what 
I have to say by the statement that experience has 
shown me that bicycle riding for a healthy individ- 
ual is one of the most excellent forms of exercise 
for maintaining health, retarding disease, arid 
strengthening the constitution, and is also a pleas- 
ant recreation for the mind ; and that in many 
forms of disease, when used cautiously and under 
medical supervision, it will often be found of ines- 
timable advantage. 



THE END. 



m 



